MAINTENANCE MANUAL
TURBOFAN ENGINE
Model(s)
PW306AManual Part No. 30B1412
Original Issue date 2 December 1998
The contents of this manual have been found acceptable to the Minister in meeting
the requirements of an Engine Maintenance Manual for the Pratt & Whitney Canada PW306A
engines as required by the Canadian Airworthiness Manual, Chapter 533.4 "Instructions
for Continued Airworthiness".
[20140618v2.58]
[20140618v2.58]
| Export Control Classification | ||
| * Data is subject to the jurisdiction of the Export and Import Controls Bureau of the Department of Foreign Affairs and International Trade of Canada, Department of Commerce of the United States and/or Department of State of the United States. | Regulation | Classification Number |
| Canadian ECL(s)* | ||
| ECCN(s)* | ||
| **Data is not subject to the jurisdiction of the Department of Commerce of the United States or Department of State of the United States but would become subject if exposed to any US involvement. | P-ECCN(s)** | 9E991 |
| USML (ITAR)* | ||
| P-USML** | ||
WARNING - PROPRIETARY RIGHTS & EXPORT CONTROLS NOTICE
This manual contains proprietary information of Pratt & Whitney
Canada Corp. ("P&WC"), which P&WC provides in confidence and
solely for the purposes of supporting engine certification and providing
applicable information regarding the proper use, maintenance, inspection,
repair, servicing, and parts application of P&WC products and
services, as directed therein. Neither this manual nor any information
in it may be disclosed to others, or used for any other purpose, including,
without, limitation, to design, create, develop, reproduce, manufacture
or derive any design, part, product, material, process, modification,
configuration change or repair, or obtain FAA or other government
approval to do so. Possession and use of this manual is also subject
to the restrictions set out in P&WC's Technical Data Agreement
(a copy of which may be obtained by contacting P&WC Technical
Publications). The contents of this manual may be subject to export
control laws. Unauthorized export or re-export of the manual, or parts
thereof, is prohibited. By accepting and possessing this manual, you
agree to be bound by the foregoing terms.
If a Government agency or department intends to disclose any information,
written notice should be given to: VP - Legal Services, Pratt &
Whitney Canada Corp., 1000 Marie-Victorin (01BE5), Longueuil, Quebec
J4G 1A1.
Record of Revisions
| Rev. No. | Issue Date |
|---|---|
| 1 | Jun 18/99 |
| 2 | Jul 14/2000 |
| 3 | Oct 20/2000 |
| 4 | Mar 16/2001 |
| 5 | Jun 15/2001 |
| 6 | Sep 21/2001 |
| 7 | Dec 14/2001 |
| 8 | Mar 08/2002 |
| 9 | Jun 14/2002 |
| 10 | Sep 06/2002 |
| 11 | Jan 17/2003 |
| 12 | Apr 11/2003 |
| 13 | Jul 11/2003 |
| 14 | Feb 27/2004 |
| 15 | Apr 23/2004 |
| 16 | Jul 16/2004 |
| 17 | Oct 15/2004 |
| 18 | Jan 21/2005 |
| 19 | May 06/2005 |
| 20 | Aug 12/2005 |
| 21 | Nov 18/2005 |
| 22 | Jun 02/2006 |
| 23 | Mar 16/2007 |
| 24 | Nov 09/2007 |
| 25 | Feb 15/2008 |
| 26 | May 30/2008 |
| 27 | Sep 12/2008 |
| 28 | Nov 28/2008 |
| 29 | Feb 27/2009 |
| 30 | May 29/2009 |
| 31 | Apr 09/2010 |
| 32 | Oct 01/2010 |
| 33 | Dec 02/2011 |
| 34 | Apr 17/2013 |
| 35 | Sep 30/2013 |
| 36 | May 19/2014 |
LIST OF CHAPTER/SECTION/SUBJECTS
- INTRODUCTION
- AIRWORTHINESS LIMITATIONS
- 05-00
- 05-00-00
- 05-10
- 05-10-00
- 05-20
- 05-20-00
- 05-50
- 05-50-00
- 70-00
- 70-00-00
- 71-00
- 71-00-00
- 72-00
- 72-00-00
- 72-30
- 72-30-00
- 72-30-01
- 72-30-02
- 72-40
- 72-40-00
- 72-40-01
- 72-50
- 72-50-00
- 72-50-01
- 72-50-02
- 72-50-03
- 72-60
- 72-60-00
- 72-60-01
- 72-70
- 72-70-00
- 72-70-01
- 73-00
- 73-00-00
- 73-10
- 73-10-01
- 73-10-02
- 73-10-03
- 73-10-04
- 73-10-05
- 73-20
- 73-20-01
- 73-20-02
- 73-20-03
- 74-00
- 74-00-00
- 74-10
- 74-10-01
- 75-00
- 75-00-00
- 75-10
- 75-10-01
- 75-10-02
- 75-30
- 75-30-01
- 75-30-02
- 75-30-03
- 75-30-04
- 77-00
- 77-00-00
- 77-10
- 77-10-01
- 77-20
- 77-20-01
- 77-20-02
- 77-40
- 77-40-01
- 79-00
- 79-00-00
- 79-20
- 79-20-01
- 79-20-02
- 79-20-03
- 79-20-04
- 79-20-05
- 79-30
- 79-30-01
- 79-30-02
- 79-30-03
Introduction
Airworthiness Limitations
Time Limits
Time Limits
Operating Limits
Operating Limits and Leading Particulars
Scheduled Maintenance Checks
Scheduled Maintenance Checks
Unscheduled Maintenance Checks
Unscheduled Maintenance Checks
Standard Practices
Standard Practices
Power Plant
Power Plant
Engine
Engine, General
Compressor
Compressor Section
LP Compressor
Gas Generator Case (Heavy Maintenance Only)
Combustion Section
Combustion Section
Combustor
Turbine Section
Turbine Section
HP Turbines
LP Turbine Module
Exhaust Case
Accessory Gearbox
Accessory Gearbox
Accessory Gearbox
Bypass Section
Bypass Ducts
Bypass Ducts
Engine Fuel and Control
Fuel and Control
Fuel Distribution
Fuel Tubes
Fuel Pump
Fuel Filter and Fuel Waste Ejector
Fuel Manifold
Fuel Shut-off and Drain System
Fuel Controlling
Hydromechanical Metering Unit (HMU)
Electronic Engine Control (EEC)
Wiring Harnesses
Ignition
Ignition System
Electrical Power Supply
Ignition System and Related Parts
Air
Air System
Engine Anti-icing
Anti-icing Valve
Cabin Bleed Air
Compressor Control
Compressor Bleed Valves
BOV Solenoid Valve
P3 Tubes
VIGV Actuator
Engine Indicating
Engine Indicating
Power
Speed Sensors
Temperature
T4.5 Thermocouples
P1/T1 Sensors
Integrated Engine Instrument Systems
Engine Diagnostic Unit (EDU)
Oil
Oil System
Distribution
Oil Filter and Housing
Fuel/Oil Heat Exchanger
Scavenge Oil Tubes
Pressure Oil Tubes
Oil Pump Assembly
Indicating
Chip Detector
Oil Pressure Measuring System
Oil Filler Neck/Sight Glass
TEMPORARY REVISION INDEX
1 TEMPORARY REVISION INDEX
AL-1
Replaced by AL-2
Airworthiness, Page 2Airworthiness AL-2 Incorporated at Rev. No. 3 Airworthiness, Page 2
Airworthiness AL-3 Incorporated at Rev. No. 16 Airworthiness, Page 3
Airworthiness AL-4 Incorporated at Rev. No. 22 Airworthiness, Page 3
Airworthiness 5-1 Incorporated at Rev. No. 10 05-20-00, Page 1
Scheduled Maintenance Checks 5-2 Incorporated at Rev. No. 13 05-20-00, Page 3
Scheduled Maintenance Checks 05-3 Incorporated at Rev. No. 13 05-20-00, Page 3
Scheduled Maintenance Checks 05-4 Incorporated at Rev. No. 14 05-10-00, Page 6
Operating Limits And Leading Particulars 05-5 Incorporated at Rev. No. 21 05-20-00, Page 3
Scheduled Maintenance Checks 05-6 Replaced by 05-7 05-20-00, Page 3
Scheduled Maintenance Checks 05-7 Incorporated at Rev. No. 22 05-20-00, Page 3
Scheduled Maintenance Checks 05-8 Incorporated at Rev. No. 23 05-20-00, Page 5
Scheduled Maintenance Checks 05-9 Incorporated at Rev. No. 24 05-20-00, Page 4
Scheduled Maintenance Checks 05-10 Incorporated at Rev. No. 24 05-20-00, Page 11
Scheduled Maintenance Checks 05-11 Incorporated at Rev. No. 24 05-20-00, Page 1
Scheduled Maintenance Checks 05-12 Incorporated at Rev. No. 24 05-10-00, Page 6
Operating Limits and Leading Particulars 05-13 Incorporated at Rev. No. 25 05-20-00, Page 5
Scheduled Maintenance Checks 05-14 Incorporated at Rev. No. 26 05-20-00, Page 2
Scheduled Maintenance Checks 05-15 Replaced by TR 05-16 05-16 Incorporated at Rev. No. 33 05-20-00, Page 4
Scheduled Maintenance Checks 05-17 Incorporated at Rev. No. 33 05-20-00, Page 12
Scheduled Maintenance Checks 05-18 Superseded by TR 05-19 05-50-00, Page 9
Unscheduled Maintenance Checks 05-19 Incorporated at Rev. No. 34 05-50-00, Page 9
Unscheduled Maintenance Checks 05-20 Incorporated at Rev. No. 34 05-10-00, Page 1
Operating Limits and Leading Particulars 05-21 Incorporated at Rev. No. 34 05-20-00, Page 1
Scheduled Maintenance Checks 05-22 Incorporated at Rev. No. 34 05-20-00, Page 4
Scheduled Maintenance Checks 71-1 Incorporated at Rev. No. 2 71-00-00, Page 515
Power Plant - Adjustment/Test 71-2 Incorporated at Rev. No. 2 71-00-00, Page 702
Power Plant - Cleaning 71-3 Incorporated at Rev. No. 2 71-00-00, Page 526
Power Plant -Adjustment/Test 71-4 Incorporated at Rev. No. 31 71-00-00, Page 526
Power Plant -Adjustment/Test 71-5 Incorporated at Rev. No. 34 71-00-00, Page 508
Power Plant -Adjustment/Test 72-1 Incorporated at Rev. No. 1 72-00-00, Page 134
Fault Isolation - 3 72-2 Incorporated at Rev. No. 3 72-30-01, Page 424
LP Compressor - Inspection 72-3 Incorporated at Rev. No. 2 72-30-01, Page612
LP Compressor - Inspection 72-4 Incorporated at Rev. No. 2 72-00-00, Page 150
Fault Isolation - 3 72-5 Incorporated at Rev. No. 10 72-00-00, Page 609
Engine, General - Inspection 72-6 Incorporated at Rev. No. 21 72-60-01, Page 214
Accessory Gearbox - Maintenance Practices 72-7 Incorporated at Rev. No. 23 72-00-00, Page 638
Engine, General - Inspection 72-8 Incorporated at Rev. No. 24 72-00-00, Page 140
Fault Isolation - 1 72-9 Incorporated at Rev. No. 26 72-00-00, Page 602
Engine, General - Inspection 72-10 Incorporated at Rev. No. 34 72-00-00, Page 128
FADEC Fault Codes A to G - Fault Isolation 07 72-11 Incorporated at Rev. No. 34 72-00-00, Page 121
Starting Problems - Fault Isolation 02 72-12 Incorporated at Rev. No. 34 72-70-01, Page 221
Bypass Ducts - Maintenance Practices 72-13 Incorporated at Rev. No. 34 72-00-00, Page 319
Engine - Servicing 73-1 Incorporated at Rev. No. 13 73-10-05, Page 213
Fuel Shutoff and Drain System - Maintenance Practices 73-2 Incorporated at Rev. No. 20 73-20-03, Page 216
Wiring Harnesses - Maintenance Practices 73-3 Incorporated at Rev. No. 32 73-20-03, Page 227
Wiring Harnesses - Maintenance Practices 75-1 Incorporated at Rev. No. 25 75-30-02, Page 201
BOV Solenoid Valve - Maintenance Practices 75-2 Incorporated at Rev. No. 32 75-10-01, Page 201
Anti-icing Valve - Maintenance Practices 75-3 Incorporated at Rev. No. 32 75-30-01, Page 201
Compressor Bleed Valves - Maintenance Practices 75-4 Incorporated at Rev. No. 32 75-30-01, Page 205
Compressor Bleed Valves - Maintenance Practices 75-5 Incorporated at Rev. No. 32 75-30-02, Page 201
BOV Solenoid Valve - Maintenance Practices 79-1 Incorporated at Rev. No. 24 79-30-03, Page 205
Oil Filler Neck/Sight Glass - Maintenance Practices
SERVICE BULLETIN LIST
1 Service Bulletin List
This list identifies all applicable Service Bulletins (SB's) that have been reviewed
and incorporated or have no effect on this manual. Bulletins considered to have no
effect on manual text have the words “No Effect” added; effective Bulletins give the
date incorporated in the manual.
The ATA SB No. for the SB's listed here is the P&WC SB No., prefixed with PW300-72-.
To reduce repetition, the ATA numbers are shown as NA unless the ATA number does not
follow this convention.
The incorporation of SB's on each engine is recorded in the engine log book and related
documents.
For a current set of all PW306A Series SB's (Engine Model Group #15) use ordering
number 30B1415.
| P&WC SB No. |
ATA SB No. |
Rev. No. | Engine Model Applicability | Effect/Date Incorporated |
|---|---|---|---|---|
| 25006 | NA | 1 | PW306A | No Effect |
| 25007 | NA | Original | PW306A | No Effect |
| 25010 | NA | Original | PW306A | No Effect |
| 25013 | NA | Original | PW306A | No Effect |
| 25014 | NA | Original | PW306A | No Effect |
| 25015 | NA | Original | PW306A | No Effect |
| 25016 | NA | 3 | PW306A | No Effect |
| 25020 | NA | Original | PW306A | No Effect |
| 25023 | NA | Original | PW306A | Oct 20/00 |
| 25024 | NA | Original | PW306A | No Effect |
| 25026 | NA | 1 | PW306A | No Effect |
| 25030 | NA | Original | PW306A | No Effect |
| 25031 | NA | 1 | PW306A | No Effect |
| 25032 | NA | Original | PW306A | Oct 20/00 |
| 25034 | NA | Original | PW306A | No effect |
| 25035 | NA | Original | PW306A | No Effect |
| 25036 | NA | Original | PW306A | No Effect |
| 25037 | NA | 1 | PW306A | No Effect |
| 25038 | NA | Original | PW306A | No Effect |
| 25039 | NA | Original | PW306A | Nov 09/07 |
| 25040 | NA | Original | PW306A | No Effect |
| 25041 | NA | Original | PW306A | No Effect |
| 25042 | NA | Original | PW306A | No Effect |
| 25043 | NA | 1 | PW306A | No Effect |
| 25047 | NA | Original | PW306A | No Effect |
| 25048 | NA | 1 | PW306A | No Effect |
| 25050 | NA | Original | PW306A | No Effect |
| 25051 | NA | Original | PW306A | No Effect |
| 25053 | NA | 4 | PW306A | No Effect |
| 25054 | NA | 2 | PW306A | No Effect |
| 25057 | NA | Original | PW306A | Oct 20/00 |
| 25058 | NA | 1 | PW306A | Sep 30/03 |
| 25059 | NA | Original | PW306A | No Effect |
| 25060 | NA | Original | PW306A | No Effect |
| 25061 | NA | 2 | PW306A | No Effect |
| 25062 | NA | 1 | PW306A | No Effect |
| 25063 | NA | Original | PW306A | No Effect |
| 25064 | NA | Original | PW306A | Oct 20/00 |
| 25065 | NA | Original | PW306A | No Effect |
| 25066 | NA | Original | PW306A | No Effect |
| 25067 | NA | 1 | PW306A | Oct 20/00 |
| 25068 | NA | Original | PW306A | No Effect |
| 25069 | NA | 1 | PW306A | Oct 20/00 |
| 25072 | NA | 1 | PW306A | No Effect |
| 25073 | NA | Original | PW306A | No Effect |
| 25074 | NA | Original | PW306A | No Effect |
| 25075 | NA | 1 | PW306A | No Effect |
| 25077 | NA | Original | PW306A | No Effect |
| 25079 | NA | 2 | PW306A | No Effect |
| 25081 | NA | Original | PW306a | No Effect |
| 25083 | NA | Original | PW306A | No Effect |
| 25086 | NA | 1 | PW306A | No Effect |
| 25088 | NA | 1 | PW306A | Nov 09/07 |
| 25092 | NA | 1 | PW306A | No Effect |
| 25094 | NA | Original | PW306A | No Effect |
| 25095 | NA | Original | PW306A | Jun 02/06 |
| 25096 | NA | Original | PW306A | No Effect |
| 25097 | NA | 1 | PW306A | No Effect |
| 25100 | NA | Original | PW306A | No Effect |
| 25102 | NA | Original | PW306A | No Effect |
| 25103 | NA | 1 | PW306A | No Effect |
| 25104 | NA | 1 | PW306A | No Effect |
| 25105 | NA | 1 | PW306A | No Effect |
| 25106 | NA | Original | PW306A | No Effect |
| 25107 | NA | Original | PW306A | Nov 09/07 |
| 25108 | NA | Original | PW306A | Apr 23/04 |
| 25111 | NA | Original | PW306A | No Effect |
| 25113 | NA | Original | PW306A | Jan 17/03 |
| 25114 | NA | Original | PW306A | No Effect |
| 25116 | NA | Original | PW306A | No Effect |
| 25117 | NA | 1 | PW306A | No Effect |
| 25118 | NA | Original | PW306A | No Effect |
| 25119 | NA | 1 | PW306A | No Effect |
| 25121 | NA | Original | PW306A | No Effect |
| 25122 | NA | Original | PW306A | Mar 16 2007 |
| 25123 | NA | Original | PW306A | No Effect |
| 25124 | NA | Original | PW306A | No Effect |
| 25125 | NA | Original | PW306A | No Effect |
| 25130 | NA | 2 | PW306A | No Effect |
| 25131 | NA | 1 | PW306A | No Effect |
| 25132 | NA | Original | PW306A | No Effect |
| 25134 | NA | 2 | PW306A | No Effect |
| 25135 | NA | Original | PW306A | No Effect |
| 25136 | NA | Original | PW306A | No Effect |
| 25138 | NA | Original | PW306A | No Effect |
| 25139 | NA | Original | PW306A | No Effect |
| 25140 | NA | 1 | PW306A | No Effect |
| 25141 | NA | 1 | PW306A | No Effect |
| 25142 | NA | Original | PW306A | No Effect |
| 25143 | NA | 1 | PW306A | No Effect |
| 25144 | NA | Original | PW306A | No Effect |
| 25146 | NA | Original | PW306A | No Effect |
| 25148 | NA | Original | PW306A | No Effect |
| 25149 | NA | Original | PW306A | No Effect |
| 25150 | NA | 3 | PW306A | Jan 17/03 |
| 25152 | NA | Original | PW306A | No Effect |
| 25154 | NA | Original | PW306A | No Effect |
| 25156 | NA | 1 | PW306A | No Effect |
| 25157 | NA | Original | PW306A | No Effect |
| 25158 | NA | 2 | PW306A | Jan 17/03 |
| 25159 | NA | Original | PW306A | No Effect |
| 25161 | NA | Original | PW306A | No Effect |
| 25163 | NA | Original | PW306A | No Effect |
| 25164 | NA | 4 | CANCELLED-See SB25206 | No Effect |
| 25166 | NA | Original | PW306A | No Effect |
| 25167 | NA | 2 | PW306A | No Effect |
| 25169 | NA | 2 | PW306A | No Effect |
| 25171 | NA | Original | PW306A | No Effect |
| 25173 | NA | Original | PW306A | No Effect |
| 25175 | NA | Original | PW306A | Mar 16/07 |
| 25177 | NA | 3 | PW306A | No Effect |
| 25178 | NA | Original | PW306A | No Effect |
| 25179 | NA | Original | PW306A | No Effect |
| 25185 | NA | Original | PW306A | June 28/06 |
| 25186 | NA | Original | PW306A | No Effect |
| 25190 | NA | Original | PW306A | No Effect |
| 25191 | NA | Original | PW306A | No Effect |
| 25192 | NA | Original | PW306A | Jul 11/03 |
| 25193 | NA | 1 | PW306A | No Effect |
| 25194 | NA | Original | PW306A | Nov 13/09 |
| 25195 | NA | Original | PW306A | No Effect |
| 25196 | NA | 3 | PW306A | No Effect |
| 25199 | NA | 1 | PW306A | No Effect |
| 25200 | NA | Original | PW306A | No Effect |
| 25201 | NA | 1 | PW306A | No Effect |
| 25203 | NA | 4 | PW306A | Jun 02/06 |
| 25205 | NA | Original | PW306A | No Effect |
| 25206 | NA | Original | PW306A | Nov 09/07 |
| 25207 | NA | 4 | PW306A | Jun 02/06 |
| 25208 | NA | Original | PW306A | No Effect |
| 25211 | NA | 2 | PW306A | No Effect |
| 25212 | NA | Original | PW306A | No Effect |
| 25215 | NA | Original | PW306A | No Effect |
| 25216 | NA | 1 | PW306A | No Effect |
| 25218 | NA | Original | PW306A | No Effect |
| 25222 | NA | Original | PW306A | No Effect |
| 25223 | NA | Original | PW306A | No Effect |
| 25224 | NA | 1 | PW306A | No Effect |
| 25227 | NA | 1 | PW306A | No Effect |
| 25228 | NA | 1 | PW306A | Nov 09/07 |
| 25229 | NA | 4 | PW306A | No Effect |
| 25230 | NA | 3 | PW306A | No Effect |
| 25231 | NA | 1 | PW306A | No Effect |
| 25232 | NA | 1 | PW306A | No Effect |
| 25233 | NA | Original | PW306A | No Effect |
| 25234 | NA | 4 | PW306A | No Effect |
| 25235 | NA | Original | PW306A | No Effect |
| 25236 | NA | Original | PW306A | No Effect |
| 25241 | NA | 1 | PW306A | Jun 02/06 |
| 25245 | NA | Original | PW306A | Jan 21/05 |
| 25246 | NA | 2 | PW306A | No Effect |
| 25247 | NA | 1 | PW306A | No Effect |
| 25249 | NA | 1 | PW306A | No Effect |
| 25250 | NA | Original | PW306A | No Effect |
| 25251 | NA | 1 | PW306A | No Effect |
| 25254 | NA | 1 | PW306A | No Effect |
| 25258 | NA | 2 | PW306A | No Effect |
| 25259 | NA | Original | PW306A | No Effect |
| 25260 | NA | Original | PW306A | Nov 09/07 |
| 25261 | NA | Original | PW306A | No Effect |
| 25264 | NA | 1 | PW306A | No Effect |
| 25265 | NA | Original | PW306A | Apr 09/10 |
| 25267 | NA | Original | PW306A | No Effect |
| 25269 | NA | Original | PW306A | No Effect |
| 25270 | NA | Original | PW306A | Jan 04/08 |
| 25273 | NA | 4 | PW306A | No Effect |
| 25274 | NA | 1 | PW306A | No Effect |
| 25279 | NA | Original | PW306A | No Effect |
| 25280 | NA | 1 | PW306A | No Effect |
| 25281 | NA | 2 | PW306A | No Effect |
| 25282 | NA | 1 | PW306A | No Effect |
| 25286 | NA | 1 | PW306A | No Effect |
| 25288 | NA | 1 | PW306A | No Effect |
| 25290 | NA | Original | PW306A | Feb 15/08 |
| 25291 | NA | 1 | PW306A | No Effect |
| 25293 | NA | 3 | PW306A | No Effect |
| 25295 | NA | Original | PW306A | Feb 15/08 |
| 25297 | NA | 3 | PW306A | No Effect |
| 25298 | NA | 1 | PW306A | No Effect |
| 25299 | NA | Original | PW306A | No Effect |
| 25300 | NA | 1 | PW306A | No Effect |
| 25303 | NA | Original | PW306A | No Effect |
| 25306 | NA | Original | PW306A | No Effect |
| 25310 | NA | Original | PW306A | No Effect |
| 25311 | NA | Original | PW306A | No Effect |
| 25312 | NA | 1 | PW306A | No Effect |
| 25314 | NA | Original | PW306A | No Effect |
| 25315 | NA | 1 | PW306A | No Effect |
| 25316 | NA | Original | PW306A | No Effect |
| 25317 | NA | Original | PW306A | No Effect |
| 25318 | NA | 1 | PW306A | No Effect |
| 25319 | NA | Original | PW306A | May 30/08 |
| 25320 | NA | Original | PW306A | No Effect |
| 25322 | NA | Original | PW306A | No Effect |
| 25323 | NA | Original | PW306A | No Effect |
| 25324 | NA | Original | PW306A | No Effect |
| 25326 | NA | 1 | PW306A | No Effect |
| 25329 | NA | Original | PW306A | Sep 12/08 |
| 25330 | NA | Original | PW306A | Mar 28/08 |
| 25331 | NA | 1 | PW306A | No Effect |
| 25332 | NA | Original | PW306A | No Effect |
| 25333 | NA | Original | PW306A | No Effect |
| 25335 | NA | Original | PW306A | Sep 12/08 |
| 25336 | NA | Original | PW306A | May 30/2008 |
| 25337 | NA | Original | PW306A | Sep 12/08 |
| 25338 | NA | Original | PW306A | No Effect |
| 25339 | NA | Original | PW306A | No Effect |
| 25341 | NA | Original | PW306A | No Effect |
| 25343 | NA | 1 | PW306A | No Effect |
| 25345 | NA | Original | PW306A | Feb 27/2009 |
| 25347 | NA | Original | PW306A | No Effect |
| 25348 | NA | Original | PW306A | No Effect |
| 25349 | NA | Original | PW306A | No Effect |
| 25350 | NA | Original | PW306A | No Effect |
| 25351 | NA | 1 | PW306A | No Effect |
| 25352 | NA | Original | PW306A | No Effect |
| 25355 | NA | Original | PW306A | No Effect |
| 25356 | NA | Original | PW306A | No Effect |
| 25359 | NA | 2 | PW306A | Mar 26/2013 |
| 25360 | NA | 1 | PW306A | No Effect |
| 25361 | NA | 1 | PW306A | No Effect |
| 25364 | NA | 2 | PW306A | No Effect |
| 25365 | NA | 1 | PW306A | No Effect |
| 25366 | NA | 3 | PW306A | No Effect |
| 25367 | NA | Original | PW306A | No Effect |
| 25368 | NA | 1 | PW306A | No Effect |
| 25370 | NA | Original | PW306A | No Effect |
| 25371 | NA | Original | PW306A | No Effect |
| 25372 | NA | Original | PW306A | No Effect |
| 25373 | NA | Original | PW306A | No Effect |
| 25374 | NA | Original | PW306A | No Effect |
| 25375 | NA | Original | PW306A | No Effect |
| 25378 | NA | 1 | PW306A | Mar 26/2013 |
| 25379 | NA | Original | PW306A | No Effect |
| 25382 | NA | 1 | PW306A | Mar 26/2013 |
| 25383 | NA | Original | PW306A | No Effect |
| 25384 | NA | Original | PW306A | Mar 26/2013 |
| 25385 | NA | Original | PW306A | No Effect |
| 25386 | NA | Original | PW306A | No Effect |
| 25387 | NA | Original | PW306A | No Effect |
| 25388 | NA | Original | PW306A | No Effect |
| 25389 | NA | Original | PW306A | No Effect |
| 25390 | NA | Original | PW306A | No Effect |
| 25393 | NA | Original | PW306A | No Effect |
INTRODUCTION
1 INTRODUCTION
1. General
A. This maintenance manual contains the recommended procedures for maintaining PW306
series engines manufactured by Pratt & Whitney Canada. Personnel involved with engine
maintenance should acquaint themselves with the contents of the following introductory
paragraphs for full comprehension of the information contained in this manual.
B. Procedures in this manual may be accomplished with the engine installed or removed
from the airframe. This manual will be revised as necessary to incorporate any changes
as they arise and also incorporate latest approved procedures and data. This manual
is not customized to any particular airframe installation. Configurational variations
that may arise as a result of installation or peculiar requirement will be dealt with
in the text as they occur.
C. Any discrepancies, problems or suggestions regarding this publication should be
forwarded in writing, using the Pratt & Whitney Canada Customer Feedback Sheet (RSVP),
and directed to:
|
Pratt & Whitney Canada
1000 Marie-Victorin Blvd.
Longueuil,
Quebec
Canada
J4G 1A1
Attention: Manager Publications Dept. (05MS1)
FAX: 450-468-7688
Website: www.pwc.ca
Email: customer.service@pwc.ca
|
D. Customer Feedback Sheets are enclosed with new manuals and each subsequent revision.
Additional forms may be obtained by contacting: The Supervisor, Publications Customer
Services, at the above address. An on-line RSVP form is also available via the P&WC
website above.
2. Customer Service
Customer Service representatives maintain contact with operators and service activities
and are available for investigation of any specific difficulty or problem. Requests
for assistance should be directed to:
|
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil,
Quebec
Canada
J4G 1A1
Attention: Manager - Customer Solutions Large Turbofan Engines
|
Requests for AOG support should also be directed to:
|
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil,
Quebec
Canada
J4G 1A1
Attention: Customer First Center (CFirst)
|
| REF: CFirst (24-hour service) |
| Toll Free - USA and Canada: 1-800-268-8000 |
| Toll Free - International: (International Access Code) + 8000-268-8000 |
| Other: 1-450-647-8000 |
| FAX: 1-450-647-2888 |
| E-mail: CFirst@pwc.ca |
3. Maintenance Concept
The maintenance functions for the PW306 engines detailed in this manual fall into
two categories: Line Maintenance and Heavy Maintenance. Repairs beyond the levels
detailed in this manual are not recommended and should be accomplished by an approved
overhaul facility.
A. Line Maintenance
The scope of line maintenance consists essentially of the removal and installation
of external components and engine accessories. All procedures are to be considered
line maintenance in the absence of the words “(Heavy Maintenance Only)” appearing
with procedure title in Maintenance Practices.
B. Heavy Maintenance
Heavy maintenance details Hot Section Refurbishment, repair and removals considered
beyond the normal capabilities of the average line maintenance shop. The scope includes
the removal and installation of engine internal components and limited repair to the
hot section area. Instructions are given with the understanding that Standard Practices,
Chapter 70, has been read, entirely understood and will be followed.
4. How to Use this Manual
A. Chapter/Section/Subject Numbering
| (1) | Subject matter in this manual is separated into specific Chapters, Sections and Subjects in accordance with ATA Specification No. 100. Each Chapter is divided into sections and each section is divided into subjects. These three elements are shown in large bold numbers at the lower right hand corner of each page, where applicable. Chapters are separated by yellow tab dividers and specific Section/Subjects are separated by green tab dividers. |
| (2) | Chapters contained in this are as follows:
|
B. Chapter 72
| (1) | Chapter 72 is divided into Sections as follows:
|
C. Other Chapters
| (1) | Chapter/Section breakdown for the other Chapters is extensive and is shown in the Table of Contents for each Chapter. |
D. Page Numbering
| (1) | Blocks of page numbers are allocated for different subject topics as follows:
|
| (2) | If a maintenance practice is extensive, the procedure is covered by the more specific page block such as Removal/Installation or Inspection. |
| (1) | Transferred to Para Line Replaceable Units (LRUs) and Check/Servicing Procedures |
F. Hot Section Inspection (HSI)
| (1) | Transferred to Para Hot Section Inspection |
5. Line Replaceable Units (LRUs)
| (1) | LRUs are any unit that can be readily changed on an aircraft during line maintenance operations. |
| (2) | Check/Servicing procedures include borescope inspection, oil and ignition servicing. |
Table 1 LRU Index6. Hot Section Inspection (HSI)
HSI requires removal of the Exhaust Case, LP Turbines, HP Turbines and the Combustor.
Refer Chapter 72-00-00, INSPECTION for an outline of the HSI procedure.
7. Supplementary Publications
Personnel concerned with the maintenance of PW306 series engines should familiarize
themselves with the content of the Illustrated Parts Catalog, P&WC Manual P/N 30B1414,
which lists and describes the saleable parts of the engine and illustrates their inter-relationship.
This manual is the principle manual of the Instructions for Continued Airworthiness
(ICAs) for the PW306A engine. Additional ICAs also include the Illustrated Parts Catalog
(IPC) P/N 30B1414, the Component Maintenance Manuals (Ref. Table ), the Overhaul Manual P/N 30B1413 and the Cleaning, Inspection and Repair Manual
P/N 30B4133.
8. Service Bulletins
Service bulletins will be issued as required to provide information or instructions
for modifying engines or parts to the latest configuration.
9. Special Tool Service Bulletins
Special Tool Service Bulletins will be issued as required to provide instructions
for modifying special tools to a later configuration.
10. Diagnostic, Prognostic and Health Management (DPHM)
The DPHM basic kit offered will assist operators with flight line maintenance activities
such as: automated retrieval of engine data and engines troubleshooting for fault
isolation, remedial action. The service aims at increasing operator’s autonomy and
dispatch ability of the aircraft.
Use of Diagnostic, Prognostic and Health Management (DPHM) service is recommended
to operators who want to make the full economical and effective use of the flight
data captured by engine advanced electronic detection devices and conveniently regroups
the procurement of all the necessary items to perform basic diagnostic tasks; i.e.
data transfer hardware/software, Ground-Based Diagnostic and Technical manual subscriptions.
Use WebECTM® (Ref. 05-20-00, SCHEDULED MAINTENANCE CHECKS) services to monitor the
health of your engine allowing early detection of performance deterioration (cold
and/or hot section) and engine/aircraft instrumentation problems. WebECTM® Services
provides an up-to-date and global view of data, accessible by multiple users from
multiple locations with enhanced graphical displays.
To order the Diagnostic Prognostic Health Management (DPHM) kit, contact P&WC publication
as reference in Special Tools/Fixtures and equipment.
Details of the DPHM kit content are list in the Special Tools Section of this document.
NOTE: The cable equipment that is included in the DPHM kit may be purchased individually
through all tooling suppliers.
11. Suppliers and Supplier Services
The names of any companies provided in this publication as a possible source for required
services or supplies are furnished for information purposes only. Pratt & Whitney
Canada does not endorse the work performed or supplies procured from these companies.
Furthermore, Pratt & Whitney Canada does not accept responsibility, to any degree,
for the selection of such companies for such work performed or supplies procured.
12. Safety
This manual describes processes that may require the use of chemicals, solvents, paints
or other commercially available materials.
Before using any of the consumable materials be aware of all handling, storage and
disposal precautions recommended by the manufacturer or supplier. Failure to comply
with manufacturer's or supplier's recommendations may result in injury or disease.
Material Safety Data Sheets (MSDS) containing information about Trade Name, Safety
Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special Protection
Information, Special Precautions and Transportation and Labelling are available from
the manufacturer. Read prior to using consumable materials.
13. Directional References
The terms right or left, clockwise or counterclockwise, upper or lower, and similar
directional referenced, will apply to the engine as viewed from the rear with the
engine in a horizontal position.
14. Build Specifications (BS)
The following Build Specifications (BS) are applicable throughout this manual unless
otherwise specified:
| BS853 (PW306A) |
15. Abbreviations
The following is a list of abbreviations used throughout this manual:
| AGB | Accessory Gearbox |
| A/D | Analog to Digital Converter |
| AC | Aircraft |
| A/I | Anti Icing |
| ADC | Air Data Computer |
| AMM | Aircraft Maintenance Manual |
| AMS | Aerospace Material Specification |
| AOG | Aircraft on Ground |
| APR | Automatic Power Recovery |
| ASSY | Assembly |
| ARINC | Aeronautical Radio Incorporated |
| ATA | Air Transportation Association |
| ATTCS | Automatic Take Off Thrust Control System |
| BIT | Binary Digit |
| BITE | Built-in Test Equipment |
| BOV | Bleed-off Valve |
| °C | Degrees Celsius |
| cc | Cubic Centimeters |
| CCW | Counterclockwise |
| CG | Center of Gravity |
| CL | Class |
| CPU | Central Processing Unit |
| CW | Clockwise |
| D/A | Digital to Analogue Converter |
| Dia. | Diameter |
| Dim. | Dimension |
| DPHM | Diagnostics, Prognostics and Health Management |
| ECS | Environment Control System |
| ECTM | Engine Condition Trend Monitoring |
| EDS | Engine Diagnostic System |
| EDU | Engine Diagnostic Unit |
| EEC | Electronic Engine Control |
| EEROM | Electrically Erasable Read Only Memory |
| EGT | Exhaust Gas Temperature |
| F & C | Fits and Clearances |
| °F | Degrees Fahrenheit |
| FADEC | Full Authority Digital Electronic Control |
| FCU | Fuel Control Unit |
| Fig. | Figure |
| FI | Flight Idle |
| FIR | Full Indicator Reading |
| FOD | Foreign Object Damage |
| FSOV | Fuel Shut-off Valve |
| Fwd. | Forward |
| GBS | Ground Based Software |
| GI | Ground Idle |
| GND | Ground |
| HP | High Pressure |
| hr. | Hour |
| HSI | Hot Section Inspection |
| HSR | Hot Section Refurbishment |
| H/W | Hardware |
| ID | Inside Diameter |
| IETM | Interactive Engine Technical Manual |
| IGV | Inlet Guide Vane |
| in. | Inch |
| IPC | Illustrated Parts Catalog |
| kg. | Kilogram |
| kPa | Kilopascals |
| lb. | Pound |
| lb.in. | Pound-inch |
| LE | Leading Edge |
| LH | Left Hand |
| LP | Low Pressure |
| LRU | Line Replaceable Unit |
| LVDT | Linear Variable Differential Transformer |
| Max. | Maximum |
| MCR | Maximum Cruise |
| MCT | Maximum Continuous |
| MFD | Multi Function Display |
| Min. | Minimum |
| mm | Millimeter |
| MOP | Main Oil Pressure |
| MOT | Main Oil Temperature |
| MS | Military Standard |
| msec. | Millisecond |
| MTO | Maximum Take Off |
| N1 | Low-pressure Rotor Speed |
| N1R | Low-pressure Rotor Remote Speed |
| N2 | High-pressure Rotor Speed |
| N2R | High-pressure Rotor Remote Speed |
| N | Newton |
| N.m | Newton-meter |
| OAT | Outside Air Temperature |
| O/C | Open Circuit |
| OD | Outside Diameter |
| O/H | Overhaul |
| O/S | Overspeed |
| oz. | Ounce |
| P1 | Fan Inlet Pressure |
| P2.5 | Compressor Interstage (3rd & 4th) Discharge Pressure |
| P2.8 | Impeller Inlet Pressure |
| P3 | Compressor Discharge Pressure |
| Pamb or PAMB | Ambient Engine Inlet Pressure |
| PAV | Pressure Adjusting Valve |
| P/N | Part Number |
| PMA | Permanent Magnet Alternator |
| PRES | Pressure |
| psi | Pounds per Square Inch |
| psia | Pounds per Square Inch (absolute) |
| psid | Pounds per Square Inch (differential) |
| psig | Pounds per Square Inch (gage) |
| Pt or PT | Engine Inlet Total Pressure |
| PWC | Pratt and Whitney Canada |
| RAM | Random Access Memory |
| Ref. | Reference |
| Repl. | Replacement |
| RES. | Resistance |
| RH | Right Hand |
| ROM | Read Only Memory |
| rpm | Revolutions per Minute |
| RVDT | Rotary Variable Differential Transformer |
| SB | Service Bulletin |
| S/C | Short Circuit |
| sec. | Second |
| SG | Specific Gravity |
| SOL. | Solenoid |
| S/W | Software |
| T4.8 | Inter-turbine Temperature |
| tamb | Ambient Temperature |
| TBA | To Be Advised |
| TBD | To Be Determined |
| TBO | Time Between Overhaul |
| TDC | Top Dead Center |
| Temp | Temperature |
| TLA | Throttle Lever Angle |
| T/R | Thrust Reverser |
| Toil | Oil Temperature |
| TTO | Engine Inlet Total Temperature |
| UART | Universal Asynchronous Receiver and Transmitter |
| UOS | Unless Otherwise Specified |
| U/S | Unserviceable |
| V | Volt |
| VIGV | Variable Inlet Guide Vane |
| 1VS | First-stage Variable Stator |
| W | Watt |
| W/D | Watch Dog |
| WF or Wf | Fuel Flow |
| WOW | Weight on Wheels |
1 SPECIAL TOOLS/FIXTURES AND EQUIPMENT
1. General
This section gives data about the special tools and the fixtures and equipment listed
in this manual.
2. Special Tools
Depending on the geographic location of the operator, requests for the purchase of
handling tools should be addressed as follows:
|
Kell-Strom Tool Co. Inc. (CAGE 75245)
214 Church Street
Wethersfield,
CT
06109
USA
TEL: 1-860-529-6851 or 1-860-721-0658 (24 hour service)
Toll free: 1-800-851-6851 (USA & Canada)
FAX: 1-860-257-9694
Website: www.kell-strom.com
|
|
Rasakti Inc. (CAGE 3AD21)
148 Rue Sylvestre
Saint- Germain-De-Grantham,
Quebec
Canada
J0C 1K0
TEL: 1-819-395-1111 (regular & 24 hour service)
Toll free: 1-888-RASAKTI (727-2584) (USA & Canada)
FAX: 1-819-395-1100
Website: www.rasakti.com
Email: I.poirier@rasakti.com
|
|
Pratt & Whitney, Tool Support Services (CAGE 77445)
411 Silver Lane, Mail Stop 129-20
East Hartford,
CT
06118
USA
TEL: 1-860-610-2675 or 1-800-565-0140 or 1-860-565-0140 (24-hour service number)
Toll free: 1-800-PWA-TOOL (792-8665) (USA & Canada)
FAX: 1-860-610-2670
Email: John.lemire@pw.utc.com
|
NOTE: 1. Refer INTRODUCTION for more details.
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately
through all tooling suppliers.
1 CONSUMABLE MATERIALS
1. General
This section gives data about the consumable materials listed in this manual.
2. Consumable Materials
A. Consumable Material
The term “Consumable Material” shall be defined as referring to an expendable substance
which is not separately obtained from Pratt & Whitney Canada and which may be applied
to the engine or its parts during maintenance.
B. Trade Names
In many instances, products such as cleaning materials, are mentioned by their trade
names to assist the operator in identifying the product types. These names are representative
examples only and their inclusion does not necessarily exclude the use of other equivalent
products.
C. Specification Numbers
Specification numbers applying to consumable materials are basic and shall be interpreted
to include all revisions and amendments thereto.
D. Material Safety Data Sheets (MSDS)
Material Safety Data Sheets contain information about trade name, safety hazards,
health hazards, reactivity, spill or leak procedures, special protection information,
special precautions, and transportation and labelling are available from manufacturer.
Read prior to using consumable materials.
1 Record of Airworthiness Limitations Revisions
| Location | Description of Change | Transport Canada Approval Reference |
|---|---|---|
| Table 1 | TR AL-2 incorporated (SB25057, 25064, 25067 and 25069 added and Flight Count Factors for Rotor Drums and Impellers reduced). | Aug 21, 2000 |
| Table 1 | Post-SB25095 (tie-shaft) compressor added. | Nov 21, 2000 |
| Table 1 | Post-SB25096 Impeller added. | Nov 23, 2000 |
| Table 1 | Step added to clarify the calculation of Accumulated Total Cycles when the number of engine starts has not been recorded. Service life equation revised to include Abbreviated Cycle Factor. Compressor Rotor Drum P/N 30B4539-01 deleted from Table. | Feb 16, 2001 |
| Table 1 | Post-SB25104 HP Turbines and Front Cover added to Service Life table. Column added for Abbreviated Cycle Factor. | Apr 30, 2001 |
| Table 1 | Post-SB25135 First-stage HP Compressor Rotor added. | Aug 16, 2001 |
| Table 1 | Flight Count Factor reduced from 1.0 to 0.9 for Rotor Drum Part Nos. 30B4728-01, 30B4746-01 and Impeller 30B4729-01. | Nov 22, 2001 |
| Table 1 | Post-SB25104 second-stage HPT disk P/N 30B5642-01 added. Equation for calculating remaining cycles on modified disks added. | Nov 22, 2001 |
| Table 1 | Total cycles for Fan Hub increased from 6000 to 14000 and Flight Count Factor increased from 1.5 to 1.56. | Mar 05, 2002 |
| Table 1 | Total cycles for LP Turbine Disks increased from 6000 to 15000 and Flight Count Factor increased from 1 to 1.25. | Mar 05, 2002 |
| Table 1 | Total cycles increased for Second, Third and Fourth Stage Compressor Rotors. | 10 February, 2003 |
| Table 1 | To add Post-SB25233 HP Turbine Front Cover to the PW306A Rotor Components - Service Life table. | 04 May, 2004 |
| Table 1 | Added Post-SB25245 3rd- and 4th-Stage LP Turbine Disks, 30A2323 and 30A2324 to the PW306A Rotor Components - Service Life table. | 20 January, 2005 |
| Table 1 | TR AL-4 incorporated. Post-SB25229 HPT first-stage disk and front cover added. | TC approval File No. 5011-E149 (1122641), 23 Mar, 2005 |
| Table 1 | TR AL-4 incorporated. Total cycles for Impellers 30B4796-01 and 30B4860-01 increased from 3000 to 6000 cycles. | TC approval File No. 5011-E84 (1257570), 13 July, 2005 |
| Table 1 | Added Post-SB25331 Fan Hub P/N 30B6767-01 to the PW306A Rotor Components - Service Life table. | 30 May, 2008 |
| Table 1 | Post-SB25319 LPT disks added to Rotor Components - Service Life table: Disk - LP Turbine 3rd stage P/N 30A2343, 4th stage P/N 30A2344 and 5th stage P/N 30A2345. | 30 May, 2008 |
| Page. 1. | The FAA approved maintenance requirement has been introduced. | 06 March, 2013 |
1 AIRWORTHINESS LIMITATIONS
1. General
The Airworthiness Limitations section is approved by the Minister and specifies maintenance
required by any applicable airworthiness or operational rule, unless an alternate
program has been approved by the Minister.
2. Rotor Component Cyclic Life Limits
A. General
| (2) | Operators shall, as a minimum, record all flights, and accumulated total cycles (which must be calculated) in the applicable document for each component. |
| (3) | The following definitions apply:
|
| (4) | Rotor components must be removed from service when the “total cycle limit” is reached.
Service life is calculated in accordance with the following formula:
|
| (5) | When starts are not recorded, each flight is considered to have been preceded by one engine start, ie. number of starts is equal to the number of flights. |
| (6) | The service life values listed in Table 1 are incorporated in the Type Certificate as issued by Transport Canada. Changes to these values must be approved by Transport Canada. |
| (7) | To calculate the service life remaining, determine the Accumulated Total Cycles and subtract this figure from the applicable total cycles in Table 1. |
B. Service Life Marking Method
At overhaul or major refurbishment all rotor components must be marked in accordance
with the applicable Overhaul Manual, using the following codes, using a CY prefix:
| 1. | The total cycles accumulated between each shop visit, rounded to the nearest 100 cycles, must be marked with the last two digits dropped and followed by a dash (-). |
| 2. | Example: A part having cycles between visits of 525, 1819 and 1972 cycles would be marked as CY5-18-20- which equals approximately 4300 total cycles. |
| P/N 30B5642-01 Accumulated Service Life |
= | [ | P/N 30B3972-01 Accumulated Service Life at Modification |
X | ( | LCF Limit for P/N 30B4642-01 | ) | ] | ||
| LCF Limit for P/N 30B3972-01 |
3. Mandatory Scheduled Inspection/Maintenance Intervals
None.
05
05.00 Time Limits
05.00.00 Time Limits
TIME LIMITS / MAINTENANCE CHECKS
1. General
The Airworthiness Limitations section of this manual contains mandatory rotor component
cyclic life limits which are a condition of engine type certification. These limits
and procedures are approved by Transport Canada.
The Operating Limits and Leading Particulars section (Chapter 5-10-00) contain limits approved by Transport Canada.
The Scheduled Inspection/Maintenance Intervals section Chapter 05-20-00 consists of periodic inspections, maintenance tasks, frequencies and overhaul life
limits which have been accepted by Transport Canada.
The Unscheduled Maintenance Inspections section (Chapter 5-50-00) consists of inspections and actions required when an engine exceeds the operating
limitations (Chapter 5-10-00) or is subjected to unusual stress or operating conditions or gives unsatisfactory
performance.
2. Maintenance Philosophy
The PW306A engine is maintained in accordance with the scheduled and unscheduled maintenance
checks referenced above.
Pratt & Whitney Canada's maintenance philosophy for the PW306A engine is to provide
the operator with flexibility in selecting an engine maintenance plan that is most
suited to their individual needs. To this end, P&WC provides three options:
| 1. | Fixed Time Interval Between Overhaul (Fixed TBO) and Hot Section Inspection Fixed TBO and HSI require that engines be overhauled, and that H.S.I.’s be performed, after specific operating interval, as defined in Chapter 05-20-00. |
| 2. | On Condition Maintenance Program The engine is maintained on-wing in accordance with maintenance tasks as defined in the applicable MRB (Maintenance Review Board) document in conjunction with P&WC’s specific recommendations as set forth in Chapter 05-20-00, Table 5. |
| 3. | Operator Specific Maintenance Program. P&WC will work with operators to define specific maintenance programs that are based on a concept of continuous maintenance. Such programs are operator specific, and the program details are the property of the individual operator and P&WC. While P&WC will endorse the resulting program, the operator is responsible for submitting a particular Maintenance Program for approval by the Operator’s local Airworthiness Authority. It must be noted that an Operator Specific Maintenance Program requires an on-going engine sampling program, and are typically relevant to operators of multiple aircraft. |
05.10 Operating Limits
05.10.00 Operating Limits and Leading Particulars
OPERATING LIMITS AND LEADING PARTICULARS
1. General
The Operating Limits and Leading Particulars section lists operating limits, overspeed
limits, overtemperature limits and leading particulars for PW306A engines.
Refer to Chapter 72-00-00 for the listing of approved oils.
Refer to Chapter 72-00-00 for the listing of approved fuels.
2. Operating Limits and Leading Particulars
A. Operating Limits
(2) For an ITT increase (between subsequent flights) of 20°C or more in cruise on
one engine as compared to the other, refer to 72-00-00, FAULT ISOLATION-1, Increase
in normal ITT temperature, for fault isolation procedures within the next 10 flight
hours.
B. Overspeed Limits
C. Overtemperature Limits
D. Leading Particulars
05.20 Scheduled Maintenance Checks
05.20.00 Scheduled Maintenance Checks
SCHEDULED MAINTENANCE CHECKS
1. General
The Scheduled Inspections/Maintenance Intervals provided in this section consist of
the manufacturers recommendations for visual and borescope inspections of the engine's
external and internal parts, specific maintenance checks, tasks and overhaul life
limits. Two options of maintenance programs are available: On-Condition Program and
Fixed-Time between overhaul and hot section inspection. This program is non-aircraft
specific. Operators may choose other maintenance programs and have the responsibility
to have individual programs approved by their local airworthiness authority.
Hours or Engine Hours means Engine Flight Hours. Engine flight hour is defined as
the engine operating time between aircraft wheels up to wheels down.
Further increases to the generic TBO as defined in Para. 2. E. are subject to the
approval of the operator's local regulatory authority and it is the responsibility
of individual operators to make applications for such increases.
P&WC will support individual operator's efforts to extend their fleet specific TBO.
Typically, a single engine sample representative of either a single or multi-aircraft
fleet will be required for an escalation of 500 hours over the published limits. The
engine sample will require a detailed life assessment inspection by an authorized
PW306A overhaul facility to establish if further life is capable in that particular
operation.
Operators desiring P&WC support for its application for TBO extension should submit
a formal request in writing, together with details of the sample engine condition
with name and address of the overhaul facility to:
|
Pratt & Whitney Canada
1000 Marie-Victorin
Longueuil,
Quebec
Canada
J4G 1A1
Attention: Manager
Customer Support PW300 Engines |
2. Scheduled Inspection and Maintenance Tasks
A. Fixed Time Between Overhaul (TBO) and Hot Section Inspection (HSI) Interval
The inspection and restoration intervals provided herein are the manufacturer's recommendations.
Under extreme conditions of very low utilization, coupled with continuous operation
in salt water atmosphere, or heavy sand and dust environment, periodic inspection
in accordance with the applicable instructions detailed in this section may indicate
maintenance action prior to the recommended interval.
The inspection procedures detailed herein are considered a normal function of operating
organizations and are intended as a guide for minimum inspection and maintenance requirements.
With the exception of those routine inspections that coincide with aircraft DAILY
or aircraft MINOR inspections ("A" checks or multiple of "A" checks), to a maximum
of 630 engine operating hours, the intervals at which these inspections are performed
are based upon the nature and condition of normal engine operation and operating environment.
Engines operating in sandy or dusty environments or in smog or salt-laden atmospheres
should be subjected to regular inspections for corrosion and fan blade erosion at
shorter intervals.
The recommended initial time between overhaul (TBO) for all PW306A engines is 6000
hours. An additional 100 operating hours is available for scheduling purposes subject
to Table , periodic inspection for maintenance interval.
The recommended HSI frequency for all PW306A engines is 3000 hours. An additional
250 operating hours is available for scheduling purposes subject to Table , periodic inspection for maintenance interval.
NOTE: The intervals in Table of 3000 hours can be adjusted as required up to 250 hours to align with the Hot Section Inspection for scheduling purpose. For the 1st stage HPT blades, an additional 100 hours to 3100 hours can be used with no restriction. However, if there is a requirement for an additional 150 hours beyond the 3100 hour limit to 3250 hours, the 1st stage HPT blades must be inspected with borescope.
NOTE: The intervals in Table of 3000 hours can be adjusted as required up to 250 hours to align with the Hot Section Inspection for scheduling purpose. For the 1st stage HPT blades, an additional 100 hours to 3100 hours can be used with no restriction. However, if there is a requirement for an additional 150 hours beyond the 3100 hour limit to 3250 hours, the 1st stage HPT blades must be inspected with borescope.
Alternatively, the HSI may be scheduled on the basis of engine condition as established
through engine performance monitoring and borescope inspection of hot section components
to the requirements and schedules of Table .
P&WC recognition for a condition-based HSI scheduling program requires engine performance
trending be accomplished through Engine Diagnostic Unit (EDU) data collection and
a P&WC approved Engine Condition Trend Monitoring (ECTM) program.
Rotor component life limitations as outlined in the AIRWORTHINESS LIMITATIONS section
of this manual override TBO consideration.
Engine accessories are to be monitored and operated under continuous maintenance with
removal and refurbishment thresholds to be established through operator's experience.
Refer to Table for accessories affected.
Accessories fitted to engines returned for overhaul will undergo a functional inspection
prior to return to service, per the requirements of the engine Overhaul Manual and
Accessory Component Maintenance Manuals (Ref. INTRODUCTION).
B. On-Condition Maintenance Program
Engines may be maintained in accordance with an On-Condition Maintenance Program as
defined in Table .
An On-Condition Maintenance Program requires that the engine performance trending
be accomplished through Engine Diagnostic Unit (EDU) data collection and a P&WC approved
Engine Trend Condition Trend Monitoring (ECTM) program.
An engine is considered eligible for a On-Condition Maintenance Program without maintenance
activity, if the engine is new or has zero hours since overhaul.
The On-Condition Maintenance Program can also be applied to engines in service provided:
To obtain an On - Condition Engine Maintenance Program, the following minimum service
bulletins must be incorporated:
| SB25038 | Preformed Packing for Intershaft Seal Housing Transfer Tube - Replacement Of |
| SB25095 | High Pressure Compressor With Tie Shaft - Introduction Of |
| SB25156 | High Pressure Turbine Vane Assembly - Replacement/Modification Of |
| SB25177 | Second Stage High Pressure Compressor Rotor - Replacement/Modification Of |
| SB25203 | Electronic Engine Control - Revised Software |
| SB25195 | Rear Lower Duct Half Assembly - Replacement/Modification Of |
| SB25201 | Preformed Packing For Combustion Chamber Case Drain Valve Adapter - Replacement Of |
| SB25212 | P3 Air Tube Assembly and Flanged Tee Adapter - Replacement Of |
| SB25216 | Outer Combustion Chamber Liner Assembly - Replacement/Modification Of |
| SB25222 | Motive Flow Valve - Replacement Of |
| SB25229 | High Pressure Turbine Disk Balancing Assembly and Vane Assembly - Replacement/Modification Of |
| SB25230 | High Pressure Turbine Disk Balancing Assembly - Replacement Of |
| SB25234 | High Pressure Turbine Vane Assembly - Replacement/Modification Of |
| SB25249 | Fuel Nozzles - Replacement/Modification Of |
| SB25254 | Honeycomb Seal Runner Retaining Ring - Inspection/Crimping Of |
| SB25273 | No. 4 Bearing Carbon Seal And Carrier - Replacement Of |
| SB25279 | P3 Tube Sensing Assembly - Replacement Of |
| SB25294 | Core Cowl Support Brackets - Replacement Of |
| SB25297 | Compressor Bleed Solenoid Valve Support Brackets - Introduction Of |
| SB25303 | Electronic Engine Control - Inspection/Modification Of |
In addition to the above SB's listed, compliance is required for all airworthiness
directives.
Furthermore, engine logbook entries for Chapter 05-20-00 Hard - Time Inspection recommendations
must be complied with and must be up to date.
Engines are not eligible if they have less than 500 hours remaining in the operators
fixed TBO interval.
3. Engine Externals and Compressor Wash
Engine cleaning is basically confined to compressor desalination or performance recovery
washes. However, an external wash is recommended when the engine is operated in an
environment where atmospheric contamination exists.
Environmental conditions vary depending on engine operation and geographical location.
Air pollution and salt-water exposure are examples of adverse environments. Chemical
reactions with the fuel and heat can produce severe corrosion, which can be significantly
reduced through regular gas path washing.
Table provides wash recommendations to reduce the rate of engine deterioration when the
engine is operated in adverse environments. Periodic inspection of the engine externals,
compressor inlet, and compressor gas path components for contamination can also be
used as a basis for establishing external and internal wash requirements.
Engine wash schedule requirements, compressor and external, are to be determined by
the operator, with consideration of the specific aircraft operating and environmental
condition. Wash frequency should be adjusted to suit the engine's exposure to adverse
environmental conditions. Exposure determination of continual, frequent or occasional
operation should consider factors such as: time at altitude, home-base environment,
destination, and storage in a sheltered, air-controlled hangar.
4. Low Utilization Engine Inspection Program
| 1. | A low utilization engine is defined as an engine that has not been subjected to disassembly
and inspection of both hot section and cold section at an approved overhaul facility
by the end of the following service intervals, whichever comes first:
|
| 2. | For engines subjected to low utilization, the recommended initial on-wing Low Utilization
Inspection (LUI) interval is at the end of the following periods:
|
| 3. | Subsequent Low Utilization Inspection (LUI) are to be performed at every 24 months interval, until an overhaul is accomplished. This interval can be increased by 12 months, for scheduling purposes. |
| 4. | For engines that have already accomplished a low utilization inspection before Dec 2012, the first subsequent low utilization inspection is to be accomplished between Jan 2013 and Dec 2015. This interval can be increased by 12 months, for scheduling purposes. The other subsequent low utilization inspections are to be performed in accordance with Para. C. requirements. |
05.50 Unscheduled Maintenance Checks
05.50.00 Unscheduled Maintenance Checks
UNSCHEDULED MAINTENANCE CHECKS
1. General
CAUTION: A PERFORMANCE CHECK MUST NOT BE DONE ON ENGINES WHICH HAVE EXCEEDED OPERATING LIMITATIONS
(EG: OVERSPEED IN EXCESS OF TRANSIENT, OVERTEMPERATURE ETC.) OR WHICH HAVE DEFECTS
WHICH CAN EXTEND WITH ENGINE RUNNING (IE: OIL SYSTEM CONTAMINATION, ETC.).
An unscheduled maintenance inspection is carried out when the engine is subjected
to unusual stress or operating conditions, exceeds operating limitations or gives
unsatisfactory performance.
If, as the result of the inspection, engine removal is required, a written report,
stating the cause of removal in detail (e.g. overspeed, overtemperature etc.) must
be sent with the engine to an overhaul/repair facility.
If an operational engine must be removed, a performance check (Ref. 71-00-00, ADJUSTMENT/CHECK)
is recommended before engine removal to determine the extent of repair required.
2. FADEC Minor Faults
A. Procedure
| (1) | In the event of a blue EICAS message indicating FADEC minor fault(s), these faults(s)
can be rectified or the aircraft can be dispatched without immediate maintenance action
under the provisions of Time Limited Dispatch (TLD). If it is elected to dispatch
under the provisions of TLD, it is a requirement that the EDU data be downloaded to
the Ground Based Equipment within 60 hours of the first blue light indication of minor
FADEC fault(s). The downloaded FADEC fault code(s) plus the engine serial number and
total engine time at the point of blue light indication must be reported to P&WC Customer
Support by an acceptable means, including:
|
| (2) | In addition, P&WC must be provided with planned or implemented corrective action as part of the reporting process. |
| (3) | Control system fault(s) other than Minor are to be rectified before the next flight. |
3. Foreign Object Damage (FOD)
A. General
| (1) | Investigate each instance of FOD to determine cause and circumstance. |
| (2) | Inspect cone, fan blades, case and/or inner and outer stators. If defects indicate that a foreign object might have entered the HP compressor, do a borescope inspection of 1st stage IGV and HP compressor blades. |
| (3) | Continue downstream borescoping if indication is found that the foreign object might have affected downstream components. Return engine to an overhaul facility if defects found are not acceptable for continuing in operation. |
| (4) | If damage is acceptable for continuing in operation, rotate the LP rotor by hand and HP rotor with suitable 1/2 inch square drive by installing at centrifugal breather outlet and listen for unusual noise. Return engine to an overhaul facility if unusual noise or roughness is heard. |
| (5) | Inspect chip detector and oil filter. Refer to oil system contamination (Ref. Chapter 72-00-00, FAULT-ISOLATION-1) if debris is found in oil filter or chip detector. |
| (6) | Start engine and ground run. Check that the engine operates normally. |
B. Bird Strike
| (1) | Do the inspection requirements as per Para Steps thru . |
| (2) | Check that the P2.5 and P3 bleed port are free from contamination. |
| (3) | Remove spark igniter (Ref. 74-10-01, IGNITION SYSTEM - MAINTENANCE PRACTICES) and inspect exterior of outer combustor liner for debris through igniter boss (Ref. Fig. ). |
| (4) | Do a fan wash and compressor wash (Ref. 71-00-00, POWER PLANT - CLEANING). |
| (5) | Start the engine and do a ground run. Check that the engine operates normally. |
4. Engine Windmilling In Flight
A. Windmilling for Less than 15 Minutes
| (1) | No inspection required. |
B. Windmilling for More than 15 Minutes
| (1) | If there was positive pressure indication during windmilling do an oil level check
before returning the engine to service. If the oil level is low, some oil could be
in the accessory gearbox, therefore, draining the AGB or an engine start might be
required before servicing.
NOTE: If the fuel supply to the engine was cut off during windmilling the fuel pump might
have run dry and need to be replaced as a precaution.
|
| (2) | If there was no positive oil pressure indication:
|
5. Low and/or Fluctuating Oil Pressure
A. Oil Pressure Between 36 and 20 psig
CAUTION: ENGINE MUST BE SHUT DOWN AS REQUIRED BY FLIGHT MANUAL IF OIL PRESSURE IS BELOW THE
DEFINED LIMITS (Ref. Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS).
ENGINES WITH LOW OIL PRESSURE AND/OR LOSS OF OIL PRESSURE KEPT RUNNING LONGER THAN
REQUIRED TO COMPLY WITH FLIGHT MANUAL MUST BE REMOVED AND RETURNED TO AN OVERHAUL
FACILITY FOR AN INSPECTION TO BE DONE IN ACCORDANCE WITH OVERHAUL MANUAL IF OIL PRESSURE
INDICATING SYSTEM FUNCTIONS CORRECTLY.
B. Oil Pressure Less Than 20 psig
| (14) | If engine was not shutdown, proceed as follows:
|
6. Lightning Strike
A. Procedure
| (1) | Visually check engine inlet for evidence of arcing, pitting or black scarring, on nose cone or low compressor rotor blades. If evident return engine to an approved overhaul facility. Indicate ligtning strike. |
| (2) | If a lightning strike is suspected but no evidence of arcing is visible, proceed as
follows:
|
7. Engine Immersion in Water
A. Procedure
| (1) | Return engine to an overhaul facility for an inspection after immersion in water to be carried out in accordance with Overhaul Manual instructions (Ref. Light Overhaul). |
8. Dropped Engine
A. Procedure
| (1) | Return engine to an overhaul facility for an inspection for dropped engines to be carried out in accordance with Overhaul Manual instructions (Ref. Light Overhaul). |
9. Engine Operation in Visible Volcanic Ash
A. Procedure
| (1) | Do a compressor and turbine wash (Ref. 71-00-00, CLEANING). |
| (2) | Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING). |
| (3) | Replace oil filter (Ref. 72-00-00, SERVICING). |
| (4) | Do a borescope inspection of the compressor (Ref. 72-00-00, INSPECTION). |
| (5) | Do a borescope inspection of the HP turbines (Ref. 72-00-00, INSPECTION) and check for glass-like deposits on turbine blades. If found, do a hot section inspection. |
| (6) | Return engine to service if no defects are found. |
| (7) | Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING), 50 ± 10 flight hours after original oil change done at step 2. |
10. Engine Exposed to Fire Extinguishing Agent
A. Procedure
| (1) | Foam, powder or other chemical extinguishers:
|
| (3) | Halon or other fire extinguishing agents listed in Table .
|
11. Heavy Landing
A. Procedure
| (1) | The engine is designed to withstand landing loads of 6g. If this load was imposed or exceeded during a heavy landing incident, do the checks listed below. |
| (2) | If any of the following defects are evident, replace engine:
|
| (3) | Turn the HP rotor using a suitable hand crank with a 1/2 inch square-drive, installed in the AGB centrifugal breather outlet. Listen for unusual noises which can indicate problems in the accessory gears, bearings, seals and rotors. If unusual noises occur, remove engine for investigation. |
| (4) | Check the following airframe/engine connections for security:
|
| (5) | Check all engine-mounted accessories for security. Rectify if required. |
| (6) | Check for EEC Fault Codes (Ref. 72-00-00, FAULT ISOLATION). |
| (7) | Remove and check oil filter element (Ref. 72-00-00, ENGINE - SERVICING and 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES). |
| (8) | Remove and check chip detector (Ref. 72-00-00, ENGINE - SERVICING and 79-30-01, CHIP DETECTOR - MAINTENANCE PRACTICES). |
| (9) | Do an Engine Performance Check (Ref. 71-00-00, ADJUSTMENT/TEST). |
| (10) | Monitor chip detector fault indication in the cockpit. Check for chip detector fault indication again until 65 flight hours is exceeded. If there is no indication of metal chip, the engine can remain in service with the subsequent inspection as per relevant maintenance program. |
| (11) | Refer to the AMM for additional checks. |
12. Sustained Running at an Oil Temperature Outside of Limits
NOTE: Refer to Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS for oil temperature
operating limits.
A. Procedure
| (1) | Drain and discard oil (Ref. 72-00-00, SERVICING). |
| (2) | Remove and check oil filter (Ref. 72-00-00, SERVICING). |
| (3) | Inspect chip detector (Ref. Chapter 70-00-00, SERVICING). If metallic/magnetic debris is found, return the engine to an overhaul shop. |
| (4) | Rectify cause of high oil temperature (Ref. 72-00-00, FAULT ISOLATION-1). |
| (5) | Fill oil system (Ref. 72-00-00, SERVICING). |
| (6) | In addition continue to inspect the chip detector every 10 flight hours until 65 flight
hours is exceeded. If debris is found, refer to the oil system contamination troubleshooting
charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
NOTE: This check is not required for aircraft equipped with a functional cockpit chip
detector indicating system. However it is recommended to do an operational check of
the chip detector (Ref. Chapter 79-30-01, MAINT. PRAC.) and the cockpit indicating
system (Ref. AMM) to make sure that the system works correctly . If debris is found,
refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00,
FAULT-ISOLATION-1)
|
13. Starter Generator Fail Indication
A. Procedure
| (1) | If the starter generator fail light comes “ON” during flight and the starter generator
shows external signs of mechanical distress or sheared shaft, it can cause vibrations
which can damage the accessories mounted on the engine and fuel/oil tubes in the surrounding
areas. Do the following checks:
|
70
70.00 Standard Practices
70.00.00 Standard Practices
STANDARD PRACTICES - MAINTENANCE PRACTICES
1. General
A. Dust caps used to protect open tubes against contamination shall always be installed
over the tube ends and not in the tube ends. Flow through the lines may be blocked
off if lines are inadvertently installed with dust caps in the tube ends.
B. To ensure proper reinstallation, tag and mark all parts, clips, and brackets as
to their location.
C. During removal of tubes or engine parts look for indications of scoring, burning
or other undesirable conditions. To facilitate reinstallation, observe the location
of each part during removal. Tag unserviceable parts and units for investigation
and possible repair.
D. Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or
other foreign matter from entering the engine. It cannot be overemphasized that this
precaution applies whenever work is done on the engine either on the wing or off the
wing. Suitable plugs, caps, and other covering shall be used to protect all openings
as they are exposed.
E. If at any time items are dropped into the engine, the assembly process must stop
until the dropped articles are located, even though this may require a considerable
amount of time and labor. Before assembling or installing any part, be sure it is
thoroughly clean.
F. Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused.
All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for
locking purposes. Install a cotterpin so that the head fits into the castellation
of the nut, and unless otherwise specified, bend one end of the pin back over the
stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins
made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired
to the assembly boss or case. Do not lockwire the plug to the bushing.
G. Replace all gaskets, packings, and rubber parts at reassembly. Make sure that
new nonmetallic parts to be installed (such as an oil seal) show no sign of having
deteriorated in storage.
H. To protect critical areas of engine parts (such as compressor and turbine disks)
against scratches and nicks, tool surfaces contacting these areas must be covered
with protective material.
I. During replacement of components, note condition of any removed preformed packings.
Pieces accidentally torn or cut from packings must be retrieved, regardless of size,
even if this entails a systematic disassembly and cleaning of the system. Ensure
that new packings are free of cuts, flashings and deformities which may be sheared
off at installation.
J. When installing engine parts that require the use of a hammer to facilitate assembly
or installation, use only a plastic or rawhide hammer.
K. Whenever adhesive tape has been applied to any part, the tape must be removed
and the part thoroughly cleaned of all tape residue with petroleum solvent prior to
being subjected to high temperature during engine run. Test results indicate that
all tapes are capable of causing surface attack and/or reduction in tensile ductility
as temperature increases. Do not leave tape or tape residue on engine parts.
L. If any part has been coated with corrosion preventive compounds, all traces of
this compound and accumulated foreign matter must be removed.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
| Item No. | Name |
|---|---|
| PWC03-001 | Oil, Engine Lubricating |
| PWC04-001 | Grease, Synthetic |
| PWC05-004 | Acid, Hydrofluoric |
| PWC05-006 | Acid, Phosphoric Concentrated |
| PWC05-009 | Ammonium Bifluoride |
| PWC05-038 | Hydrogen Peroxide, Commercial Grade |
| PWC05-056 | Sodium Hydroxide, Technical Grade |
| PWC05-074 | Acid, Sulfuric |
| PWC05-089 | Lockwire |
| PWC05-195 | Acid, Nitric |
| PWC05-196 | Acid, Hydrochloric |
| PWC05-344 | Cable, Safety Kit |
| PWC06-001 | Compound, Lubricating |
| PWC06-002 | Petrolatum, White |
| PWC06-004 | Compound, Antiseize |
| PWC06-004B | Compound, Antiseize |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC90025 | Crimper, Safety Cable |
|
| PWC90026 | Test Block, Safety Cable |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Special Limits and Torque Recommendations
A. General
| (1) | Reference numbers on “Fits and Clearances”, for applicable chapters, indicate the location of fits, clearances, and parts for which torque and spring pressures are specified. A description of, and limits for, these fits, clearances, torque and spring pressures is located by referring a reference number, given in the text, to the same number given in the appropriate “Fits and Clearances”. In locations where no specific torque limit is given in “Fits and Clearances” the general torque recommendations are specified. |
B. Terms and Symbols
| (1) | The terms and symbols used in “Fits and Clearances” are explained as follows:
|
6. Standard Torques
A. General
| (1) | Torque limits are to be interpreted as follows:
|
| (2) | Unless otherwise specified, thread lubricant shall be engine oil and shall be applied to parts which are to be torqued. |
| (3) | If the part to be tightened is hot, allow sufficient time for the part to reach temperature equilibrium with the surrounding area before final torquing. |
| (4) | Flange bolts shall be drawn up evenly. This can be achieved by having two mechanics working simultaneously 180 degrees apart. |
| (5) | Torque applications should be done slowly and evenly for consistency and the best possible accuracy. |
| (6) | Six-point crowfoot adapters are recommended for applying torque values above 110 lbf. in. (12.4 Nm) to tube fittings (Ref. Fig.). |
| (7) | Check for re-use of self-locking fasteners as follows:
|
7. Torque Indicating Devices
A. General
| (1) | Check torque indicating devices before using, and calibrate by means of weights and a measured lever arm to make sure that there are no inaccuracies. Checking one torque wrench against another is not sufficient. Some wrenches are quite sensitive to the way they are supported during a tightening operation, and every effort must be made to adhere to the instructions furnished by the respective manufacturers. |
B. Torque Wrench and Extensions
| (1) | Occasionally, it is necessary to use a special extension, or adapter wrench together
with a standard torque wrench (Ref. Fig. ). In order to arrive at the resultant required torque limits, the following formula
shall be used:
LT
A =
LT
L + E
Example:
|
||||||||||||||||||||||||||||||||||||||||||||||
8. Torque Recommendations
A. General
| (1) | All nut, bolt and screw torques should be obtained using a thread lubricant. The lubricant should be engine oil, or equivalent, unless otherwise specified. Torque requirements for interference fit application, such as studs and pipe plugs, may be obtained with or without lubrication, unless otherwise specified. |
B. Antiseize Lubricated Parts
CAUTION: ENSURE THAT ANTISEIZE AND ANTIGALLING COMPOUNDS ARE APPLIED IN A THIN EVEN COAT,
AND THAT EXCESS COMPOUND IS COMPLETELY REMOVED TO AVOID CONTAMINATION OF ADJACENT
PARTS, PASSAGES OR SURFACES WHERE THE COMPOUND MAY CAUSE MALFUNCTIONING, OR EVEN FAILURE,
OF ENGINE.
| (1) | Antigalling compound (PWC06-001) should be applied to all loose-fit spline drives which are external to the engine and have no other means of lubrication. For certain assembly procedures molybdenum disulfide in either paste form (Type G) (PWC06-004) or powdered form (Type Z) (PWC06-004B) mixed with engine oil (PWC03-001) or grease (PWC04-001) may be used. Particular applications of molybdenum disulfide are indicated in the individual text portions of this manual, as applicable. |
C. Nuts, Bolts and Screws
| (1) | Bolts and nuts on flanges with metal tabular gaskets must be initially torqued to the required torque and then retorqued until torque values given in relevant assembly instruction remain constant. |
| (2) | The torque values given within text apply to nuts where the height of the nut is approximately equal to the major diameter of the thread. For jam nuts (Ref. to REMOVAL/INSTALLATION). Values do not apply to hollow bolts and screws. |
D. Self-locking Nuts
| (1) | Where self-locking nuts and helical coil inserts are used, the following procedure
applies:
|
E. Lockwire and Cotterpin Requirements
| (1) | When tightening a castellated nut, alignment of slot must be obtained without exceeding the maximum torque. If this is not possible, replace nut with another one. After tightening nut to recommended torque, nut must not be loosened to permit insertion of lockwire or cotterpin. If slot in nut or lockwire hole in bolt or screw is not correctly aligned at the minimum torque value given, the nut, screw or bolt should be further tightened to next alignment position, but maximum torque value given must not be exceeded. Should alignment still be impossible without exceeding maximum torque, back off nut, screw or bolt one-half turn and retorque. |
F. Slotted, Steel Locknuts (Prevailing Torque Type)
| (1) | Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut threads. The chamfered section of the locknut ID does not exert force on the bolt or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude from, the outer face of the locknut. |
G. Standard and Stepped Studs
| (1) | When the torque required to drive a stud to the correct protrusion does not reach the minimum value given, or exceeds the maximum value given, a new stud must be selected. |
H. Hose, Tubing and Threaded Couplings
| (1) | If leakage occurs at a coupling, do not attempt to correct by overtorquing. Disassemble fitting and check for nicks, burrs and/or foreign matter. Use new parts to rectify. |
9. Locking Devices
CAUTION: KEYWASHERS ARE TO BE USED ONCE ONLY. INSTALL NEW KEYWASHER(S) AT EACH ASSEMBLY.
CAUTION: DO NOT USE SHARP EDGED TOOLS TO BEND OR SET KEYWASHER TABS. TAB DETACHMENT MAY
OCCUR WITH SUBSEQUENT DAMAGE TO ENGINE.
| (1) | Pre-Assembly Requirements for Cupwashers:
|
| (5) | Assembly Requirements for Cupwashers:
|
B. Retaining Rings
CAUTION: THOROUGHLY INSPECT ALL RETAINING RINGS, INCLUDING SPIROLOX, FOR CONDITION. DISTORTED
RINGS ARE NOT ACCEPTABLE AND MUST BE REPLACED.
| (1) | Retaining rings must be installed using approved retaining ring pliers. Internal type rings must not be compressed beyond the point where the ends of the ring meet. External type rings must be expanded just enough to allow installation without becoming bent. After installation, ensure that each ring is completely seated, without looseness or distortion in its groove. |
C. Lockwire
| (1) | Except where otherwise specified, the wire is heat and corrosion resistant steel wire of 0.025 inch diameter (PWC05-089). |
| (2) | Basic Rules
|
| (8) | Lockwire Hole Alignment
|
| (10) | Lockwire Twisting
|
| (12) | Lockwire Illustrations
|
| (1) | General:
|
| (7) | Basic Installation Rules:
CAUTION: DO NOT USE SAFETY CABLE IF THE HOLES ARE MORE THAN 0.100 INCH (2.54 mm) DIAMETER.
THE FERRULES ON THE END OF THE CABLE ARE 0.106 - 0.108 INCH (2.69 - 2.74 mm) DIAMETER
AND WILL FALL THROUGH HOLES LARGER THAN THIS.
|
| (22) | Installation (Ref. Fig. )
CAUTION: IT IS IMPORTANT ON THIS FINAL STROKE TO HOLD THE TOOL AS STEADY AND PERPENDICULAR
TO THE CABLE AS POSSIBLE WHILE ENSURING THAT A FULL STROKE IS USED TO MAINTAIN A CONSISTENT
TENSIONING OF THE CABLE.
|
| (34) | Verification (Ref. Fig. )
CAUTION: DO NOT TRY TO BREAK THE SAFETY CABLE. IF THE SAFETY CABLE MUST BE REMOVED, CUT THE
SAFETY CABLE TO AVOID DAMAGE TO THE HOLES OF THE PART.
|
| (43) | Indenter Adjustment (Ref. Fig. )
CAUTION: DO NOT ADJUST THE PUSHROD MORE THAN A QUARTER OF A TURN AT A TIME. SEVERE ADJUSTMENTS
MAY DAMAGE THE TOOL.
CAUTION: TIGHTENING THE CRIMP INCREASES REQUIRED HAND FORCES DURING APPLICATION AND INCREASES
CABLE ASSEMBLY TENSILE VALUES. LOOSENING THE CRIMP DECREASES REQUIRED HAND FORCES
DURING APPLICATION AND DECREASES CABLE ASSEMBLY TENSILE VALUES.
|
| (48) | Indenter Calibration (Ref. Fig. )
NOTE: 1. Indenter calibration should be checked periodically and must be checked after
the nose assembly has been removed or interchanged.
NOTE: 2. Do a pull-off load test as often as necessary to make sure the crimp done by
the crimping tool meets the necessary requirements.
|
| (55) | Maintenance of Crimp Cavity:
|
10. Identification of Hardware Material, Particularly Nuts and Bolts
A. A permanent type of material code designation has been adopted for use in these
engines. Correct engine reassembly procedures require that particular attention be
paid to the material requirements for nuts and bolts used in the hot section of the
engine. In these areas, where parts must be of material which is resistant to high
operating temperatures, special heat resistant alloys are employed. It is imperative
that at reassembly of the engine or its components the properly coded part be reassembled
in its original location, if serviceable.
B. The code system employs the use of a letter “C” for corrosion resistant steel for
normal application and “H” for heat resistant alloys in hot section application.
The stamped or embossed letter will be followed by a number of one or more digits,
such as C1, C8, H3, and H12. Bolt code identification will usually appear on the
top of the head and nut identification on one side of the hex (Ref. Fig. ). When the application is an AN or MS six digit part number, the code identification
“C” or “H” will be preceded by the letter “E” as in EC3 or EH10.
NOTE: All AN or MS six digit part numbers, when manufactured of material in the common
temperature range (such as cadmium plated, low alloy steel parts), are also coded
“E” to indicate, in part, close material quality control.
C. The adoption of this program will make it possible for service activities to avoid
the assembly of parts, with similar physical appearance, in locations which require
high heat resistant parts. In this regard, it is required, at time of disassembly
(removal), that all similarly coded parts be segregated so that two, or more, physically
similar parts with different code numbers will not be scrambled; and so that, at subsequent
reassembly (installation), the properly coded parts are replaced in their proper locations.
CAUTION: NEVER ASSEMBLE A MATERIAL CODED PART WITH A “C” IDENTIFICATION IN A LOCATION WHICH
REQUIRES AN “H” CODED PART AND VICE-VERSA. NEVER USE CADMIUM PLATED NUTS, BOLTS OR
ANY OTHER CADMIUM PLATED PART IN THE HOT SECTION OF THE ENGINE.
D. Parts from several engines should not be scrambled at disassembly (removal) and
cleaning, because, at the time of engine manufacture, production requirements may
necessitate one or more material substitutions in a block of engines. Subsequent
engine reassembly with indiscriminate scrambling of hardware, may result in unnecessary
confusion in sorting these parts for proper reassembly.
CAUTION: IT IS IMPORTANT THAT “J” THREADED HARDWARE BE CAREFULLY SEGREGATED AND MARKED AT
DISASSEMBLY (REMOVAL) TO PREVENT MIXING OF “J” THREADED PARTS WITH NON “J” THREADED
PARTS.
E. Unified Controlled Radius Root “J” Threaded Bolts feature full root radius for
external threads with increased minor internal threaded diameter. “J” threads ensure
greater fatigue life, improved stress relaxation characteristics and show improvement
in tensile strength over previous designs. This thread form is used extensively throughout
engines. Engine bolts having “J” threads appear just like items threaded with conventional
threads.
11. Stainless Steel Bolts with Reduced Pitch Diameters
At engine manufacture, it is the practice to provide bolts with reduced pitch diameter
for use in the hot sections of engines. This will minimize the possibility of bolt
and nut seizure and is standard practice for locations where the parts are subjected
to elevated temperatures (Ref. Fig. ).
12. Identification of Metal Particles
A. General
| (1) | When unidentified particles of metal are found, they may be either steel, tin, aluminum, magnesium, silver, bronze, titanium, or cadmium. In some cases the type of metal may be determined by the color and hardness of the pieces. However, when the particles cannot be positively identified by visual inspection and knowledge of the exact character of the metal is desired as an aid to troubleshooting, a few simple tests will determine the kind of metal present. |
WARNING: USE EXTREME CARE IN HANDLING ACIDS.
| (2) |
The following equipment and chemicals are required to make these tests:
|
B. Test Procedure
NOTE: The following test procedure is recommended for determining the character of unknown
metal particles. For best results, follow the steps as outlined:
| (1) | Steel - the particles of many steels can be isolated by means of the permanent magnet. Magnetic steel or iron is attracted by the magnet. |
WARNING: NEVER ATTEMPT TO BURN MORE THAN A FEW PARTICLES OF METAL SUSPECTED TO BE MAGNESIUM
POWDER. DUST IS EXPLOSIVE.
| (2) | Magnesium - a simple test for these particles is burning. Magnesium will burn with a bright white flash. |
| (3) | Cadmium - place the remaining particles in the aqueous (water) solution of ammonium nitrate. If all or any of the particles dissolve in this solution, they are cadmium. After this test, rinse and dry any remaining particles. |
| (4) | Tin - the tin particles can be distinguished by their low melting point. With a clean soldering iron, heated to 260°C (500°F) and tinned with 50-50 solder (50 percent tin - 50 percent lead), a tin particle dropped on the iron will melt and fuse with the solder. |
| (5) | Aluminum - when a particle of aluminum is placed in hydrochloric acid, 50 percent by volume, it will fizz with rapid emission of gas bubbles and gradually disintegrate and form a black residue (aluminum chloride). Silver and bronze do not noticeably react with hydrochloric acid. |
| (6) | Aluminum Paint - use this procedure to determine whether or not the material is aluminum
silicone paint, aluminum chips, or silver particles.
|
| (12) | Silver - when a silver particle is placed in nitric acid, it reacts rather slowly, producing a whitish fog in the acid. |
| (13) | Bronze - when a bronze (or copper) particle is placed in nitric acid, a bright green cloud is produced. |
C. Test Procedure for Identification of Titanium Particles
WARNING: THE FOLLOWING CHEMICALS ARE HAZARDOUS AND REQUIRE SPECIAL HANDLING. IT IS RECOMMENDED
THAT FOLLOWING TESTS BE CARRIED OUT BY QUALIFIED LABORATORY PERSONNEL.
| (1) | Place a piece, or pieces of the metal to be identified, on a white porcelain spot plate. A piece of titanium or titanium-bearing metal should be placed on another spot plate to observe and verify the results obtained. |
| (2) | Add several crystals of ammonium bifluoride and 5 to 10 drops of water to the metal
particles. (Two or three drops of a 5 to 10 percent hydrofluoric acid solution can
be used instead).
NOTE: Solid ammonium bifluoride is crystaline and can be conveniently stored in a dry
area and used as required.
|
| (3) | Let stand 20 to 30 minutes, or until the solution becomes slightly discolored. |
| (4) | Add two or three drops of 1:1 sulfuric acid (one part demineralized water to one part concentrated acid). |
| (5) | Let stand 20 to 30 minutes, or until solution becomes more discolored. |
| (6) | Add three to four drops of 3 to 10 percent hydrogen peroxide. Solution must not be too old. |
| (7) | If titanium is present, a yellowish color will develop. This yellow color will become progressively darker with time, if allowed to set. |
| (8) | Add two to three drops of concentrated phosphoric acid, and stir to discharge any yellow color due to the possible presence of iron. |
| (9) | Any light yellow to orange coloration indicates the presence of titanium. |
13. Marking of Parts
A. General
Marking of engine parts, assemblies, or weldments shall be applied so as to ensure
maximum legibility and durability of mark but in a manner that will not affect function
or serviceability of part. Only applicable Pratt & Whitney Canada marking methods
shall be used.
Except where otherwise specified, reidentification of parts shall be accomplished
adjacent to, or in a location similar to that of, original marking.
All marking characters, unless otherwise specified, shall be 0.060 to 1.160 inch high.
In special cases, when marking area is governed by size or configuration of part,
characters not less than 0.016 inch nor more than 0.250 inch in height are permitted.
Electric-arc scribing, particularly hand arc scribing, whereby characters are produced
by action of an electric arc between surface and an electrode (scriber), has been
found unsuitable for jet engine parts and must not be used.
Acid etching, whereby characters are formed by action of an acid on surface of part,
is not recommended because of its possible corrosive effect.
Soapstone shall not be used to mark engine parts.
B. Permanent Marking Methods
| (1) | General
|
| (4) | Applied Marking Methods
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
|
C. Temporary Marking Methods
| (1) | General
CAUTION: LEAD AND/OR METALLIC PENCILS, OR ANY TEMPORARY MARKING METHOD LEAVING A DETRIMENTAL
DEPOSIT OF CARBON, ZINC, COPPER, LEAD, OR SIMILAR RESIDUE WHICH MAY CAUSE A REDUCTION
IN FATIGUE STRENGTH AS A RESULT OF CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE
PART IS SUBJECTED TO INTENSE HEAT, SHALL NOT BE USED. IN THE EVENT THAT AN UNAUTHORIZED
MARKING MATERIAL IS USED, THE MARK MUST BE THOROUGHLY REMOVED BY A PROCEDURE DICTATED
BY THE MARKING METHOD AND THE PART MATERIAL.
|
| (4) | Applied Marking Methods
CAUTION: ANODIZED SURFACES MUST NOT BE ELECTROLYTICALLY ETCHED.
|
| (8) | Marking Materials, Hot and Cold Section Engine Parts
|
| (15) | Marking Materials, Cold Section Engine Parts Only
|
| (16) | Marking Materials, Hot Section Engine Parts Only. Use layout dye (lightly applied) to mark parts which are directly exposed to engine gas path such as turbine blades and disks, turbine vanes, and combustion chamber liner. |
14. Lubrication of Preformed Packings
A. Procedure
CAUTION: APPLICATION OF LUBRICANT PLUS PROPER ASSEMBLY, WILL PREVENT DAMAGE TO PACKINGS WHICH
COULD CAUSE ENGINE MALFUNCTION.
| (1) |
Prior to installation, new O-ring type preformed packings must be coated with a thin
film of lubricant to the following specifications:
|
STANDARD PRACTICES - REMOVAL/INSTALLATION
1. General
A. Dust caps used to protect open tubes against contamination shall always be installed
over the tube ends and not in the tube ends. Flow through the lines may be blocked
off if lines are inadvertently installed with dust caps in the tube ends.
B. Install protective caps over the outside of electrical connectors. Do not install
protective caps on the inside of electrical connector sleeves. Improper installation
of cap can damage the inside of the connector (Ref. Fig. ).
C. To ensure proper reinstallation, tag and mark all parts, clips, and brackets as
to their location.
D. During removal of tubes or engine parts look for indications of scoring, burning
or other undesirable conditions. To facilitate reinstallation, observe the location
of each part during removal. Tag unserviceable parts and units for investigation and
possible repair.
E. Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or
other foreign matter from entering the engine. It cannot be overemphasized that this
precaution applies whenever work is done on the engine either on the wing or off the
wing. Suitable plugs, caps, and other covering shall be used to protect all openings
as they are exposed.
F. If at any time items are dropped into the engine, the assembly process must stop
until the dropped articles are located, even though this may require a considerable
amount of time and labor. Before assembling or installing any part, be sure it is
thoroughly clean.
G. Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused.
All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for
locking purposes. Install a cotterpin so that the head fits into the castellation
of the nut, and unless otherwise specified, bend one end of the pin back over the
stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins
made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired
to the assembly boss or case. Do not lockwire the plug to the bushing.
H. Replace all gaskets, packings, and rubber parts at reassembly. Make sure that
new nonmetallic parts to be installed (such as an oil seal) show no sign of having
deteriorated in storage.
I. To protect critical areas of engine parts (such as compressor and turbine disks)
against scratches and nicks, tool surfaces contacting these areas must be covered
with protective material.
J. During replacement of components, note condition of any removed preformed packings.
Pieces accidentally torn or cut from packings must be retrieved, regardless of size,
even if this entails a systematic disassembly and cleaning of the system. Ensure that
new packings are free of cuts, flashings and deformities which may be sheared off
at installation.
K. When installing engine parts that require the use of a hammer to facilitate assembly
or installation, use only a plastic or rawhide hammer.
L. Whenever adhesive tape has been applied to any part, the tape must be removed
and the part thoroughly cleaned of all tape residue with petroleum solvent prior to
being subjected to high temperature during engine run. Test results indicate that
all tapes are capable of causing surface attack and/or reduction in tensile ductility
as temperature increases. Do not leave tape or tape residue on engine parts.
M. If any part has been coated with corrosion preventive compounds, all traces of
this compound and accumulated foreign matter must be removed.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
CAUTION: DO NOT BEND, TWIST OR FORCE HYDRAULIC AND PNEUMATIC TUBES, WHETHER RIGID OR FLEXIBLE,
TO ACHIEVE ALIGNMENT WITH MATING FITTING. ADJUST FITTING TO ALIGN WITH TUBE. CLAMP
AND FASTEN TUBE ONLY WHEN IT IS INSTALLED IN POSITION WITH NO NOTICEABLE TENSION OR
LOAD.
A. Removal of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube Connector
Nipples
| (1) | Remove fittings from engine lines or accessory units. |
| (2) | Remove preformed packings from fittings and discard. |
B. Removal of Tube-to-Boss Elbows, Elbow Adapters and Elbow Assemblies
| (1) | Remove fittings from engine lines or accessory units.
NOTE: Before removal, note angular position of fitting on engine or unit.
|
| (2) | Remove preformed packings, packing retainers (back-up rings) and discard. Discard jam nuts from fittings. |
C. Installation of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube
Connector Nipples
| (1) | Lubricate new preformed packing with light film of engine oil (PWC03-001) or fluid to be used in line. |
| (2) | Install preformed packing on fitting and screw fitting in boss or flange, as applicable. |
CAUTION: EXCESSIVE TIGHTENING WILL RESULT IN DAMAGE TO THREADS OF MATING PARTS.
| (3) | Tighten fitting in boss and torque to value detailed in relevant assembly instruction. |
| (4) | Install jam nut on flange mounted fittings and torque jam nut to recommended value (Ref. Table ). |
| (1) | Lubricate new preformed packings, packing retainer (back-up ring) and thread of elbow fitting with light film of petrolatum (PWC06-002) or fluid to be used in the line. |
| (2) | Assemble jam nut, new packing retainer and preformed packing on elbow fitting, pressing packing retainer into counterbore of jam nut. |
| (3) | Turn jam nut down elbow fitting until preformed packing is seated in non-threaded annulus of fitting. |
| (4) | Turn jam nut outward until preformed packing is pushed firmly against first lower thread of fitting. |
| (5) | Install elbow fitting into boss on unit, allowing jam nut to turn with fitting until preformed packing contacts boss mating face. This point will be recognized by increase in torque. |
| (6) | With fitting in this position, hold jam nut stationary and turn elbow fitting into
boss a further 1½ turns.
NOTE: From this position the elbow fitting may be further turned inward to a maximum of
one turn to facilitate alignment of fitting. Should the fitting tighten in the jam
nut before completion of initial 1½ turns or during final alignment, the jam nut may
be allowed to turn with the fitting for the remainder of the distance.
|
| (7) | With elbow fitting in correct alignment position, tighten jam nut and torque to recommended
torque (Ref. Table ).
NOTE: Metal-to-metal contact between jam nut and boss must be obtained without exceeding
recommended torque and there must be no extrusion of preformed packing or packing
retainer.
|
E. Electrical Connectors
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL
PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION
OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR.
| (1) | Install protective plastic caps on all electrical connectors removed from components or engine (Ref. Fig. ). |
STANDARD PRACTICES - INSPECTION
1. General
A close and complete inspection is important to prolong engine life and give maximum
performance. Check for loose or missing parts and inspect any engine part or component
that has been worn or damaged. Damage to engine parts may result from improper clearance,
lack of lubrication, undesired movement of parts which are bolted, pressed together,
overloaded, uneven load distribution, heat, shock, extension of minor damage such
as scratches, tool marks, grinding cracks, nicks, etc. Damage to engine parts may
also result from presence of foreign matter such as grit, chips, moisture, chemicals,
etc., or from incorrect techniques during removal and installation.
While it is frequently possible to repair a damaged part so that it may be safely
reinstalled, it is important that the cause of the damage be determined and corrected
if possible. Otherwise more serious consequences may result. Some of the physical
conditions most commonly encountered during inspection of engine parts are listed
in Table .
2. Inspection
A. Inspection Procedure
| (1) | Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness,
sharp edges, scratches, taper, warping and wear. Additionally, check the following:
|
B. Inspection Gages
NOTE: When an inspection procedure requires a very accurate measurement, a micrometer,
vernier caliper or a dial indicator must be used.
| (1) | If a micrometer or vernier is to be used, check gage for accuracy before making measurement. Ensure that contacting surfaces are clean and contacting faces of part to be measured are free of dirt and burrs. When using depth gages, ensure anvil is held tight and square against part to be measured. |
| (2) | If a dial indicator is used, ensure indicator base is anchored firmly and that any swivel connections are tightened securely. |
| (3) | When taking measurements with feeler gages, ensure final size of feeler is a reasonably snug fit. |
C. Inspection of Fuel, Oil and Air Filters
| (1) | When determining the condition of engine fuel, oil lubrication and pneumatic systems,
removed filters must be inspected for condition and contamination before the application
of any allowable cleaning procedures. Clogged filters could be cause for downstream
low pressure in systems.
NOTE: Other engine components will normally be cleaned prior to carrying out inspection
procedure.
|
D. Inspection of Welded Repairs
| (1) | Inspect weld repair for quality, uniformity, undercutting, cracking and flux removal. Welds must be blended into adjacent metal in gradual, smooth curves. Welds must be sound, clean, free from foreign material, and from internal and external damage which would adversely affect strength of weld. |
| (2) | Nominal welds (those not requiring finishing) must exhibit bead conditions as shown in Figure , detail A. Finished welds must exhibit bead conditions as shown in detail B. |
E. Inspection of Fuel, Oil and Air Tubes
| (1) | Cracks - Cracked tubing must be replaced. No repair is permitted. |
| (2) | Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch must be blended out. Replace tubing with scratches over 0.005 inch deep. |
| (3) | Nicks - Individual nicks up to 0.062 inch long by 0.010 inch wide and 0.003 inch deep can be ignored. Nicks to a maximum depth of 0.005 inch must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch deep. |
| (4) | Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable. |
| (5) | Pitting - Minor isolated pitting up to 0.003 inch deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch. Tubing must be replaced if pitting exceeds 0.005 inch deep. |
| (6) | Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil. |
F. Inspection of Rotating Components
WARNING: LIFE LIMITED (CRITICAL) ROTATING COMPONENTS EXHIBITING CRACKS ARE UNSERVICEABLE
AND SHALL NOT BE REPAIRED.
CAUTION: HANDLE ROTATING COMPONENTS WITH EXTREME CARE TO PREVENT DAMAGE OR CONTAMINATION
OF THE MATERIAL.
CAUTION: WEAR LINT FREE GLOVES WHEN TOUCHING ROTATING COMPONENTS.
CAUTION: MAKE SURE CLOSE ATTENTION IS PAID TO AREAS SUCH AS COUNTERWEIGHT HOLES AND BLADE
SLOTS WHERE IMPERFECTIONS ARE DIFFICULT TO FIND.
CAUTION: USE SUITABLE CLEAN, PROTECTIVE CONTAINERS FOR STORING AND TRANSPORTING COMPONENTS.
| (1) | Inspect components in accordance with the criteria specified in the relevant Chapter/Section/Subject. |
| (2) | Any observed conditions not defined in this manual are not acceptable for repair. |
| (3) | Evaluation of the surface should take into consideration the need for repairs and the limits to which repairs may be made to determine the suitability for continued use of the component. |
| (4) | Unrepairable components shall be quarantined to prevent further use. |
| (5) | It is important to have suitable lighting. The minimum recommended illumination for close and difficult inspection is 100 foot-candles measured at the inspection table top. |
| (6) | Unless otherwise specified, magnification shall not be used. A magnification of 3 to 4X may be used as an aid to evaluate and confirm an observed condition in detail. |
STANDARD PRACTICES - CLEANING
1. General
A. Gas turbine cleaning can be put into two groups; specific parts cleaning and field
cleaning (i.e., compressor washing).
B. Specific parts cleaning is primarily to remove contaminants which might conceal
minor cracks and other damage which, if not detected, could eventually lead to failure
of a component or part.
C. Engine components or parts should be cleaned only as necessary to do the required
inspection and repair. Over-cleaning of components or parts is unnecessary and should
be avoided. The cleaning methods given in the following text are sufficient for all
maintenance levels.
D. Refer to Chapter 71-00-00 for compressor washing methods.
2. Consumable Materials
The consumable materials listed below are identified in procedural text.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Cleaning
A. General Precautions
| (1) | Make sure that the work area is clean, prior to engine disassembly. |
| (2) | Benches on which engine parts are placed must be clean and free from grit, metal filings, etc., which may contaminate engine oil systems, fuel systems or hardware. |
| (3) | Clean plastic bags should be available in which oil system and fuel system parts may be stored until ready for re-assembly. |
| (4) | Clean plastic caps or covers should be used to protect exposed tubes or bearing areas. |
| (5) | At re-assembly, make sure that all parts are clean and new preformed packings are installed. |
B. Cleaning Precautions
NOTE: The choice of cleaning agents should be limited to consumables listed in INTRODUCTION. The toxicity of cleansing agent will depend on the type of contamination encountered
on part to be cleaned.
CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO MAKE URE THAT ANODIZING AND
OTHER PROTECTIVE COATINGS ARE NOT REMOVED FROM PARENT METAL.
CAUTION: DO NOT USE ALKALIS ON ALUMINUM, MAGNESIUM, ALUMINIZED AND PAINTED AREAS.
| (1) | Wear rubber gloves, apron or coveralls and face shield or goggles, when working with solvents. |
| (2) | Use the least toxic of available cleaning materials which will satisfactorily do the work. |
| (3) | Do all cleaning operations in a well ventilated work area. |
| (4) | Make sure that correct and usable fire fighting and safety equipment is conveniently located and available to all personnel. |
| (5) | Do not smoke or expose a flame within 50 feet of cleaning area. |
| (6) | Make sure that all de-greasing agents are fully removed from all parts after cleaning. |
| (7) | Do not use steel brushes for any cleaning operation except when specified within this manual. Use a stiff bristle fiber brush. |
C. Cleaning Before Welding
| (1) | Surface to be welded must be free from protective coatings, dirt, grease, oil and other contaminants, and as free as possible from oxide formation. |
| (2) | Wire brushes and abrasives may be used to remove protective coatings and oxides, except that the final step in removing oxides from aluminum alloys should consist of chemical treatment immediately prior to welding. |
| (3) | Wire brushes, when used for cleaning corrosion-resistant alloy, must have bristles of austenitic, corrosion-resistant steel. |
| (4) | No undesirable deposit or residue must remain on surface to be welded after cleaning operation. |
D. Cleaning After Blending or Polishing
| (1) | Use suction air to remove metal particles on repaired components. |
| (2) | Use a clean soft cloth, dampened with petroleum solvent (PWC11-027) or equivalent to remove polishing compound residue and other foreign material particles. |
6. Wiring Harness Connectors
A. Cleaning
WARNING: USE SPRAY PRODUCTS IN A WELL VENTILATED AREA. AVOID INHALATION OF SPRAY.
WARNING: USE APPROVED PERSONAL PROTECTIVE EQUIPMENT TO PROTECT EYES AND FACE WHEN USING COMPRESSED
AIR. DO NOT DIRECT AIRSTREAM TOWARDS YOURSELF OR TOWARDS ANOTHER PERSON.
NOTE: These cleaning procedures must be done on each of the wiring harness connectors
every time the connector is disturbed.
| (1) | Use a brush or spray to clean electrical contact pins and connector shell with isopropyl alcohol (PWC11-014). |
WARNING: CONTROL THE AIR PRESSURE TO 30 psig (207 kPa) MAXIMUM. WEAR GOGGLES OR FACE SHEILD
TO PROTECT YOUR EYES.
| (2) | Dry the connectors with dry, filtered compressed air at 30 psig (207 Kpa) maximum. |
| (3) | Use a spray or brush to apply solvent (PWC11-036) to the electrical contacts. |
| (4) | Connect and disconnect the plug and socket two or three times to clean the contacts. |
| (5) | Use a spray or brush to apply (PWC11-014) or (PWC11-041) to the electrical contact. |
WARNING: CONTROL THE AIR PRESSURE TO 30 psig (207 kPa) MAXIMUM. WEAR GOGGLES OR FACE SHEILD
TO PROTECT YOUR EYES.
| (6) | Dry the connectors with dry, filtered compressed air at 30 psig (207 Kpa) maximum. |
B. Application of Electrical Contact Enhancer
NOTE: 1. It is not recommended to use contact enhancer on PMA connectors J11 and J12,
pins A, B and C, because of the high amperage generated by the PMA.
NOTE: 2. It is not recommended to use contact enhancer on wiring harness connectors P1
and P4, pins T, U and r because of the high amperage generated by the PMA.
| (1) | Clean harness connectors (Ref. Para ). |
| (2) | Prepare diluted electrical contact enhancer as follows:
|
| (4) | Put a drop of diluted electrical contact enhancer (PWC05-256) on each connector pin.
NOTE: Let the fluid flow downward on each pin to make a thin film.
|
STANDARD PRACTICES - REPAIR
1. General
A. The primary purpose of repair is to enable a component or engine part to be reworked
to a condition which will provide safe operation. Approved repair schemes are detailed
in the relevant sections of this manual using the various consumables listed in CONSUMABLE MATERIALS.
2. Consumable Materials
The consumable materials listed below are identified in procedural text.
| Item No. | Name |
|---|---|
| PWC03-001 | Oil, Engine Lubricating |
| PWC05-021 | Cloth, Abrasive Emery |
| PWC05-055 | Sodium Dichromate, Heat-Shrinkable |
| PWC05-057 | Solution, Sodium Hydroxide |
| PWC05-061 | Cloth, Coated Abrasive |
| PWC05-073 | Water, Distilled Deionized or Demineralized |
| PWC05-104 | Pad, Hand Abrasive |
| PWC05-147 | Electrode, 2% Thoriated |
| PWC05-161 | Solution, Touch-Up Chrome Pickle |
| PWC05-162 | Wetting Agent, Chromate |
| PWC05-170 | Compound, Polishing |
| PWC05-195 | Acid, Nitric |
| PWC05-196 | Acid, Hydrochloric |
| PWC05-197 | Acid, Chromic |
| PWC05-198 | Salts, Chromate Conversion |
| PWC05-222 | Paper, Abrasive Aluminum Oxide |
| PWC05-272 | Compound, Polishing |
| PWC05-354 | Tape, Self-Adjusting Insulation Electrical |
| PWC05-419 | Henkel Alodine Magnesium Treatment Kit |
| PWC07-011 | Varnish, Air-Dry |
| PWC07-014 | Varnish, Phenolic Resin, Corrosion Preventative |
| PWC07-016 | Thinner, Surface Sealant |
| PWC07-037 | Touch-up Kit, Surface Sealant |
| PWC07-051 | Base, Primer |
| PWC07-052 | Catalyst, Primer |
| PWC07-053 | Base, Enamel |
| PWC07-054 | Catalyst, Curing Solution |
| PWC07-055 | Thinner, Enamel Base |
| PWC08-016 | Paste, Adhesive, Epoxy |
| PWC08-018A | Paste, Adhesive, (Epoxy) |
| PWC09-002 | Compound, Locking and Retaining |
| PWC11-014 | Alcohol, Isopropyl |
| PWC11-019 | Solution, Chromate Conversion |
| PWC11-027 | Solvent, Petroleum |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC31771 | Spreader |
| PWC37517 | Riveter |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Welding Repairs
A. General
| (1) | A tungsten inert gas fusion welding process must be used when repairing cracks in engine parts. Argon or helium gas maybe used in inert gas welding; however, argon is preferred by Pratt & Whitney Canada because its greater density reduces its rate of diffusion with the atmosphere. |
| (2) | Inert gas welding is a gas arc welding process which uses inert gas to protect the weld area from the surrounding atmosphere. The heat necessary for welding is provided by a very intense electric arc which is struck between a non-consumable thoriated tungsten (PWC05-147) (tungsten and thorium alloy) electrode and the metal part. On repairs where a filler material is required, a welding rod, of appropriate material, is fed into the weld area and melted with the base metal in the same manner as in conventional gas welding. |
B. Welding Equipment
| (1) | The following equipment is required for the inert gas welding process:
WARNING: IF AN OXYGEN REGULATOR IS USED WITH ARGON GAS, DO NOT REINSTALL REGULATOR ON AN
OXYGEN CYLINDER. ARGON GAS IS NOT FREE FROM OIL AND THE POSSIBILITY EXISTS OF AN
EXPLOSION CAUSED BY PRESENCE OF OIL IN THE REGULATOR.
|
C. Cleaning Before Welding
| (1) | Refer to Cleaning. |
D. Welding Procedures
| (1) | Welding must be carried out only by certified personnel.
|
E. Cleaning After Welding
Refer to Standard Practices - Cleaning.
F. Local Stress Relief
Components which are not highly stressed may be repaired by fusion welding. If is
possible to partially restore the original properties of such welded parts through
use of local heat treatment. The localized heat may be applied by neutral flame of
an oxyacetylene torch. Extend the stress relief one inch minimum beyond the welded
area. After the desired heat has been applied to the part for the correct length
of time, reduce temperature of part gradually.
G. Inspection of Welding
Refer to Inspection.
H. Blend Repair Procedure
| (1) | Blend repair using carborundum stones. |
| (2) | Polish blended area using crocus cloth (PWC05-061). |
CAUTION: DO NOT POLISH WITH POWER TOOLS.
| (3) | Blend all repairs and finish smoothly. |
| (4) | Lines, scratches, or sharp edges which may cause a concentration of stress are not permitted. |
6. Helical Coils
A. Replacement of Helical Coil Inserts
CAUTION: BEFORE USING HELICAL COIL INSERTS, IN ANY PART OF ENGINE, REFER TO ILLUSTRATED PARTS
CATALOG, P&WC MANUAL P/N 30B1413, APPROVED LOCATIONS AND PARTICULAR PART NUMBER OF
INSERT.
| (1) | Remove unserviceable insert using an approved extraction tool. |
| (2) | Clean out hole and ensure swarf and other foreign matter is removed. |
| (3) | Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one-half threads below surface of hole or counterbore, whichever applies. |
| (4) | Cut off driving tang at notch using approved tang removal tool and remove tang from holes. |
| (5) | Inspect repaired hole. |
7. Studs
A. Replacement of Studs
| (1) | General
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO ILLUSTRATED PARTS CATALOG, P&WC P/N 30B1413,
FOR APPROVED LOCATIONS AND PART NUMBERS.
|
| (4) | Replacement of a Damaged Stud
|
B. Repair of Damaged Stud Hole
| (1) | Ensure damaged hole is suitable for repair in accordance with Subpara. preceding. |
| (2) | Measure core depth of existing hole. |
| (3) | Select relevant size drill and drill hole to depth measured in step , preceding. |
| (4) | Using relevant special tap, thread hole one thread deeper then insert to be fitted. |
| (5) | Where applicable, counterbore hole to required angle and depth. |
| (6) | Clean out hole and ensure freedom from metal chippings and other foreign matter. |
| (7) | If part being repaired is magnesium, treat tapped hole with chrome pickle touch-up
solution (PWC05-161) as follows:
|
| (17) | Using appropriate size helical coil insert, install insert into repaired stud hole (Ref. Para. ). |
8. Shanknuts
A. Replacement
| (1) | Equipment Required
|
| (3) | Procedure (Ref. Fig. )
CAUTION: AVOID DAMAGE TO FLANGE.
|
9. Electrical Wiring Harness and Connectors
CAUTION: CHAFFING ON THE EXTERNAL WIRING HARNESS CAN BE REPAIRED. INSPECT THE DAMAGED AREA,
MAKE SURE THAT THE BRAIDED WIRES ARE NOT AFFECTED AND INTERNAL WIRES ARE NOT EXPOSED.
IF THERE IS ANY PENETRATION BY WIRE BRAID INTO THE INSULATION AND WIRES, MALFUNCTION
OF THE CABLE CAN OCCUR AND WIRING HARNESS MUST BE REPLACED.
| (1) |
Procedure:
|
10. Blend Repair of Rotating Components
A. General
| (1) | Definitions:
|
| (2) | Repairs are defined as freehand blending, deburring and/or polishing. It does not include machining or machine grinding. |
| (3) | Perform repairs only on defined damage within the limits specified in the relevant Chapter/Section/Subject. Undefined damage shall render the component unserviceable. |
| (4) | Perform repairs in a direction so that the finishing marks follow the lay of the original manufacturing machining marks. |
| (5) | Restore surface finish of repaired area to the original manufacturing finish. |
| (6) | Make sure repaired area conforms to the original manufacturing shapes, profiles, contours and radii. |
| (7) | Make sure local repairs extend over an area 10 times the depth of damage. |
| (8) | Maintain a smooth transition between repaired areas and adjacent areas. |
| (9) | Make sure repaired area depth is 1/3 deeper than the depth of damage to ensure removal of damage. |
| (10) | Perform visual inspection of all blend repaired components. |
B. Blend Repair Procedure
| (1) | Blending:
CAUTION: USE EXTREME CARE TO AVOID OVERHEATING COMPONENTS DURING REPAIR.
|
| (7) | Polishing:
|
| (15) | Buffing:
|
| (17) | Hand Blending Air Gun:
|
11. Anchor Nuts
A. Replacement
| (1) | Use an applicable drill to drill the crimped rivet head on the self-locking-nut side of the bracket. |
| (2) | Use a parallel pin punch to remove the rivet. Remove the self-locking nut plate. |
| (3) | Remove the raised and unwanted material from the holes. |
| (4) | Install a new self-locking nut plate on the bracket. Install rivets. The manufactured head of the rivets must be on the side opposite to the nut on the bracket. |
| (5) | Use a riveter to crimp the rivets. |
12. Anchor Bolts
| (1) | Drill the crimped rivet head with an applicable drill. |
| (2) | Use a parallel pin punch to remove the rivet. Remove the anchor bolt. |
| (3) | Remove the raised and unwanted material from the holes. |
| (4) | Install a new anchor bolt at the same location and position on the part. Install the rivet. |
| (5) | Use the riveter (PWC37517) or an equivalent tool to crimp the rivet. |
13. Jacking Insert
A. Replacement
| (1) | Remove jacking insert, with a suitable size drill. |
| (2) | Remove locking compound residue and clean insert seat and associated area, with a wire brush and solvent (PWC11-027). |
| (3) | Coat insert (Ref. IPC) with locking compound (PWC09-002) and install in flange. |
| (4) | To cure compound, locally heat insert to 207 to 217°F (97 to 103°C), with a heat gun for 10 to 15 minutes. |
14. Chromate Repair of Magnesium Casings (AGB and Intermediate Case)
A. Manual Blend Repair of Magnesium Parts
WARNING: MAGNESIUM DUST IS EXTREMELY FLAMMABLE. FOLLOW THE PRECAUTIONS VERY CAREFULLY TO
PREVENT FIRE. MAKE SURE THAT YOU FREQUENTLY REMOVE BLEND DUST FROM THE PART, BLENDING
AREA, AND GLOVES WORN DURING THE REPAIR.
CAUTION: THIS REPAIR MUST NOT BE DONE FOR ROTATING PARTS OR FOR NICKEL-CADMIUM PLATED PARTS.
CAUTION: WHEN YOU DO THIS PROCEDURE, MAKE SURE TO USE GOOD SHOP PRACTICES AND COMMON SENSE.
ABUSIVE BLENDING CAN CAUSE DAMAGE THAT IS HARMFUL TO THE LIFE AND FUNCTION OF THE
REPAIRED PART.
CAUTION: TO CONTROL DUST AND NOISE CAUSED BY BLENDING, AND TO REDUCE THE RISK OF FIRE HAZARD
FROM BLENDING DUST OF CERTAIN MATERIALS, WHENEVER POSSIBLE, DO THE BLENDING OPERATION
IN A VENTILATED AREA.
CAUTION: MAKE SURE TO DRESS ABRASIVE TOOL BEFORE BLENDING TO GET THE BEST TOOL PERFORMANCE
AND TO PREVENT MATERIAL CROSS-CONTAMINATION.
NOTE: Use a shield or masking to protect other surfaces from damage by accidental tool
contact during the repair.
| (1) | Blending
|
| (11) | To prevent corrosion damage after blending, protect bare magnesium, refer to Para. Subpara. , and |
B. Preparation of Chromate Conversion Solution (PWC11-019) (Ref. Table )
WARNING: REFER TO THE MANUFACTURER'S MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS
INFORMATION SUCH AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
| (1) | Fill suitable container to 3/4 level with tap water. |
| (2) | Slowly and carefully add required amount of conversion salts (PWC05-198). |
| (3) | Slowly and carefully add required amount of hydrochloric acid (PWC05-196) and stir to mix. |
| (4) | Slowly and carefully add required amount of wetting agent (PWC05-162) and stir to mix. |
| (5) | Fill container to operating level and stir to mix. |
| (6) | Add hydrochloric acid (PWC05-196) or a combination of sodium hydroxide (PWC05-057) and 16 oz of water (PWC05-073) to adjust pH, as necessary. Stir to mix. |
C. Preparation of Chrome Pickle Solution (PWC05-161) (Ref. Table )
WARNING: REFER TO THE MANUFACTURER'S MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS
INFORMATION SUCH AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE,
EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND
CONTROL MEASURES.
| (1) | Fill container 1/2 full with tap water. |
| (2) | Add sodium dichromate (PWC05-055) slowly and carefully to the water. Stir to dissolve. |
| (3) | Add nitric acid (PWC05-195) slowly and carefully . Stir to mix. |
| (4) | Fill remainder of the container with tap water. Stir to mix. |
D. Procedure
| (1) | Clean surface to be repaired using a swab soaked in isopropyl alcohol (PWC11-014) and/or crocus cloth (PWC05-061). |
| (2) | Remove corrosion with any of the following:
|
| (8) | Rinse with clean water at room temperature. |
| (9) | Rinse with clean water heated to 60°C (140°F) minimum). |
| (10) | Dry with clean low pressure compressed air at 200 kPa (29 psig ). |
| (11) | Apply chromate solution (PWC11-019) or chrome pickle solution (PWC05-161) at a temperature of 17 to 29°C (55-85°F) for 30 to 45 seconds to prepared surface,
with a swab or brush. Repeat application frequently to make sure surface is continually
wet with solution during the treatment.
NOTE: Henkel Alodine Magnesium Treatment Kit (PWC05-419) or anodize touch-up pen (PWC05-064B) can be used as an alternative to chrome pickle solution (PWC05-161) or chromate conversion solution (PWC11-019).
|
| (12) | Swab area with clean water until successive swabs are no longer stained yellow. |
| (13) | Dry part in oven or with local heating for 20 to 30 minutes at 85 to 177°C (185-350°F). |
| (14) | Apply surface treatment touch kit (PWC07-037) over corrosion protection surface as follows:
|
E. Restoration of Protective Coating on Painted Surfaces
NOTE: 1. The following steps do not apply to flanges, engine mount pads or accessories
mount pads. For repair of corrosion on engine mount pads Refer to 72-30-01 Assembly.
NOTE: 2. Epoxy enamels (PWC07-053), (PWC07-054), (PWC07-055) and Epoxy primers (PWC07-051), (PWC07-052) can be used as an alternative. The epoxy enamels (PWC07-053), (PWC07-054) and (PWC07-055) must be used together and epoxy primers (PWC07-051) and (PWC07-052) must be used together.
| (1) | Treat exposed metal, refer to Para. Sub-para. , and . |
| (2) | Mask area not to be painted. |
| (3) | Apply two coats of epoxy primer (PWC13-001). Wait one hour between the two coats. Allow to air dry at room temperature for eight hours minimum after the second coat. |
| (4) | Apply three coats of aluminized epoxy enamel (PWC05-037). Wait 15 to 30 minutes between each coat. Allow the final coat to air dry at room temperature for 24 hours minimum. |
| (5) | Remove masking and check for full coverage of the exposed area. |
F. Restoration of Protective Coating on Varnished Surfaces
NOTE: This procedure is applicable to flanges, engine mount pads or accessory mount pads.
| (1) | Apply varnish (PWC07-011) or (PWC07-014). |
G. Epoxy Filling - Restoration of Magnesium Surfaces Damaged by Corrosion with Material
Loss (Pitting)
NOTE: This procedure applies to flanges, engine mount pads, accessory mount surfaces and
leading edge struts.
| (1) | Touch-up the bare metal surface as per Para Subpara , and
NOTE: Use an applicable wire brush to remove the remove the remaining corrosion.
|
| (2) | Heat the area locally at 135 ± 14°C (275 ± 25°F) for 20 minutes maximum to remove any moisture. |
| (3) | Allow the part to cool to the room temperature. |
CAUTION: APPLY THE EPOXY (PWC08-016) OR (PWC08-018A) TO THE CORRODED/DAMAGED AREA IMMEDIATELY TO PREVENT CONTAMINATION.
| (4) | Apply epoxy (PWC08-016) or (PWC08-018A) to fill the corroded area. |
| (5) | Heat the area locally at 121 ± 4°C (250 ± 10°F) for 90 minutes. |
| (6) | Remove the epoxy that is above the adjacent surface and polish the area to make the surface smooth. The contour must be the same as it was before the damage. |
| (7) | Touch-up the bare metal surface again as per Para Subpara , and |
71
71.00 Power Plant
71.00.00 Power Plant
POWER PLANT - ADJUSTMENT/TEST
1. General
A. This section contains information for ground running PW306 series engines. Checks
and adjustment procedures are outlined in Table and verify the integrity of installed/replaced items. Refer to Chapter 05-10-00 for overtemperature and overspeed limits.
B. The operating procedures contained in this section are based on Pratt & Whitney
Canada supplied items; no attempt has been made to cover airframe supplied items for
the many possible variations in installation. Since the performance curves are based
on the uninstalled engine, refer to the power plant section of the applicable Aircraft
Maintenance Manual (AMM) for current performance data.
C. The Advanced Computer Engine Surveys (ACES) special equipment listed below, used
for fan trim balancing, is available from:
|
Technology Energy Corp.
10737 Lexington Drive, P.O. Box 22996
Knoxville,
TN
37932
USA
TEL: 865-671-2003
FAX: 865-675-1241
Website: www.acessystems.com
|
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC38297 | Punch | Alternate to PWC60614 |
| PWC43172 | Puller |
|
| PWC43238 | Riveter |
|
| PWC43239 | Rivet Set |
|
| PWC43240 | Rivet Set |
|
| PWC43430 | Blanking Cover |
|
| PWC43436 | Blanking Cover |
|
| PWC43442 | Velocity Sensor Bracket |
|
| PWC60085 | Rivet Set |
|
| PWC60457 | Pressure Adjustment, Oil Pump |
|
| PWC60614 | Punch | Obsolete - replaced by PW38297 |
| PWC62002 | Fan Hub Protector |
|
| PWC62003 | Riveter |
|
| PWC62004 | Pusher |
|
| PWC62005 | Cutter |
|
| PWC62019 | Split Retaining Ring |
|
| PWC66581 | Fan Wedge |
|
| PWC66645 | Chisel |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Vibration Analyzer - Model 4040 Viper - 10-100-4040 |
| Vibration Sensor Cable - P/N 10-320-0131 |
| Vibration Sensor Cable - P/N 10-320-0431 |
| G200/ IAI Interface Cable - P/N 10-320-0413 |
| N2 Breakout Splitter - P/N 10-320-0178 |
| Speed Unit - P/N 10-100-0485 |
| Charge Converter Box - P/N 10-100-1500 |
| Optical Probe - P/N 10-100-1773 or P/N 10-100-1300 |
| High Temp. Cable - P/N 10-320-0008 |
| Tacho Probe Cable - P/N 10-320-0126 |
| Optical Probe Bracket - P/N 22-430-0058 or 10-100-0196 |
| USB cable (Connect to notebook running Avtrend) - P/N 10-320-0483 |
| Vibration Sensor - P/N 69-100-0016 |
5. Ground Safety Precautions
A. General
| (1) | Great care must be taken, when handling or working on turbine powered aircraft, to avoid injury to personnel and damage to property and engine. Areas of extreme danger are the air intake and exhaust jet wake (Ref. Fig. ). |
B. Air Intake - Engine Running
| (1) | The air intake is capable of generating sufficient suction to pull a person into the intake ducting. The potential danger of this suction cannot be overemphasized; in an idling engine it may be sufficient to cause ingestion of eyeglasses, small tools, rags and small objects in general. |
C. Exhaust Jet Wake Area - Engine Running
| (1) | The exhaust jet wake must be approached with extreme caution as extensive damage can be incurred from the high temperature and high velocity gases. At high engine speeds, the jet wake may propel loose dirt, sizeable stones, sand and debris over a considerable distance. The high temperatures in the wake are sufficient to deteriorate asphalt, and for this reason concrete is recommended for run-up areas. |
| (2) | Occasionally, when starting a jet engine, an accumulation of fuel in the exhaust tail pipe is blown out as long streams of flame. Personnel should observe proper fire precautions and move all flammable material to a safe distance. |
| (3) | Exposure to gases in the jet wake should be avoided. Failure to do so may result in respiratory irritations and a burning sensation in the eyes. Particular care should be taken to avoid exposure to gases in confined spaces where the gas concentration may be high. |
D. Cool Down
| (1) | After engine operation, work that requires contact with the exhaust tailpipe should not be carried out for at least one-half hour. Heat resistant gloves must be worn, should work in this area be required immediately after shutdown. |
E. Jet Fuel and Lubricating Oil
| (1) | All jet fuels and lubricating oils have an injurious effect on the skin. Precautions must be taken to avoid contact as much as possible. |
6. Test Information
A. Symbols
| (1) | Symbols have been designated for the working variables used in connection with engine
testing. The symbols, referenced to various stations within the engine, and their
meaning are described as follows:
|
|||||||||||||||||||||||
B. Instrument Accuracy
| (1) | Instrument accuracy may vary with time. If engine performance numbers change, instrument accuracy should be checked based upon AMM. |
C. Engine Operating Limits
| (1) | Refer to Chapter 5-10-00. |
| (1) | The following information is contained on the trim data plate located on the bottom
of the accessory gearbox.
|
| (14) | Interpret engine data plate information as follows (Ref. Fig. ):
|
E. Engine Overtemperature
| (1) | Refer to Chapter 5-10-00. |
F. Engine Overspeed
| (1) | Refer to Chapter 5-10-00. |
G. Foreign Object Damage
| (1) | Refer to Chapter 5-50-00. |
H. Fuel
| (1) | Refer to Chapter 72-00-00. |
I. Precipitation
| (1) | Performance checks should not be attempted during moderate to heavy precipitation or fog. Water entering the engine inlet changes the power output of the engine, the change being proportional to the amount of water ingested. Any form of moisture in the air causes the engine to ingest water. This includes occasions when water or snow is blown into the air inlet, or sucked in by the compressor. Freezing rain or slush snow has exactly the same effect on power output as water ingestion and, in addition, may cling to inlet ducts and upset the flow of air to the engine. |
7. Extreme Weather Information
A. Cold Weather Procedure
CAUTION: CAREFULLY MONITOR FUEL AND OIL PRESSURES DURING STARTING OF AN ENGINE WHICH HAS
BEEN EXPOSED TO OVERNIGHT LOW AMBIENT TEMPERATURE. SHUT DOWN ENGINE IMMEDIATELY IF,
IN EITHER SYSTEM, THERE IS A HIGH OR LOW PRESSURE OUTSIDE OF NORMAL OPERATING LIMITS.
INSPECT FOR ICE IN BOTH SYSTEMS. IF PRESENT, APPLY HOT AIR BEFORE ATTEMPTING ANOTHER
START.
| (1) | Solubility of water in fuel diminishes with reducing temperatures resulting in water fuel separation, with the water tending to accumulate at the lowest level of tank, system or affected component. Further temperature reduction or continued cold soaking of the engine causes formation of ice particles which may partially block the fuel system filters, thus reducing fuel flow. In extreme conditions total blockage of the strainer(s) may occur, indicated by a marked reduction or complete loss of fuel flow to the engine. The application of heat to engine and fuel system components will prevent or remedy such instances. |
| (2) | Similar conditions of ice formation can exist in the engine lubrication system due to condensation in the tank or engine case area. Shutting down of a hot engine in low ambient temperature conditions, followed by a cold soak, will certainly increase the probability of ice formation in both fuel and lubrication systems. |
B. Hot Weather Procedures
| (1) | No special precautions or procedures are required for engine starting during hot weather. |
8. Engine Ground Checks
A. Major Component Repair/Replacement Cross Reference
| (1) | Refer to Table for Ground Checks Required Following Major Component Repair/Replacement. |
B. Engine Fire
| (1) | Internal Engine Fire:
|
| (11) | External Engine Fire:
|
C. Check No. 1 - Prestart
CAUTION: PLACE AIRCRAFT INTO WIND. AVOID ENGINE START DURING EXTREME GUSTS OR CROSS WINDS
ABOVE 25 KNOTS. ATTEMPTING AN ENGINE START WITH A TAILWIND THAT IS GREATER THAN 10
KNOTS MAY DAMAGE THE ENGINE AND LENGTHEN THE STARTING TIME AND/OR RAISE THE STARTING
TEMPERATURE OVER THAT NORMALLY OBSERVED. OBSERVE STARTING ITT.
CAUTION: CHANNEL FORCE SWITCH, IF FITTED, TO BE SET TO AUTO WITH BOTH LANES POWERED.
| (1) | Thrust Lever Angle (TLA) - CUT OFF or IDLE with CUT OFF switch selected OFF. |
| (2) | Engine Master - ON. |
| (3) | Check EEC fault indication lamps for EEC fault. |
| (4) | Fuel System Shut-off switch - FUEL ON. |
| (5) | Fuel Boost Pump switch - ON. |
| (6) | Fuel Inlet Pressure Indicators - Check normal operating limits (if fitted). |
| (7) | Unnecessary Accessory Loads - OFF. |
| (8) | Cabin Bleed and Anti-icing Systems - OFF. |
| (9) | Motive Flow, if fitted - OFF. |
D. Check No. 2 - Engine Start
CAUTION: THE IGNITION SYSTEM SHOULD NOT BE ACTIVATED PRIOR TO STARTER SELECTION AND HP ROTOR
(N2) ROTATION, TO PREVENT IGNITION OF TRAPPED UNDRAINED FUEL OR VAPORS.
CAUTION: IF THE ENGINE FAILS TO LIGHT-UP WITHIN 15 SECONDS OF ACHIEVING 5.2% N2, OR IF THE
ITT LIMIT IS EXCEEDED (REF. CHAPTER 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS), THE EEC WILL AUTOMATICALLY ABORT THE START. THE ENGINE MUST ACHIEVE STABILIZED GROUND
IDLE WITHIN 75 SECONDS OR MUST BE SHUT DOWN MANUALLY. (REF. CHAPTER 72-00-00, FAULT ISOLATION - 1, STARTING PROBLEMS).
CAUTION: IF N2 REACHES GROUND IDLE WITH NO INDICATION OF N1 ROTATION, ABORT START AND REFER
TO CHAPTER 72-00-00, FAULT ISOLATION - 1, Fault Isolation chart for NO N1 SPEED DURING
START.
| (1) | When starting an engine following a normal shutdown, a lock-up of the LP (N1) rotor
may occur because of the different cooling rates of the LP Turbine case and the LP
Turbine assembly. This is acceptable if:
|
| (4) | Ignition - ON or EEC control. For dual ignition exciter system, select single or dual as required. |
| (5) | TLA - IDLE detent or CUTOFF. |
| (6) | Engine Starter Switch - ON. |
| (7) | Monitor ITT and observe that engine accelerates normally to Ground Idle. |
| (8) | Engine Oil Pressure Indicator - Check normal operating limits. |
CAUTION: ALLOW THE HP ROTOR TO STOP BEFORE ATTEMPTING ANOTHER START. REPEAT THE COMPLETE
STARTING SEQUENCE, OBSERVING THE STARTER LIMITS (REFER TO THE APPLICABLE STARTER MANUFACTURER'S
MANUAL.
| (9) |
In the event of Auto Start Abort, proceed as follows:
|
E. Check No. 3 - Engine Shutdown
CAUTION: ALLOW ENGINE TO STABILIZE FOR A MINIMUM OF ONE MINUTE.
| (1) | TLA - IDLE detent. |
| (2) | TLA - CUT-OFF detent. |
| (1) | Upon initial installation of a new, spare or overhauled engine, a ground calibration run must be carried out. This establishes the installed relationship between N1, N2 and ITT (T4.5). |
| (2) | The curves obtained from the calibration run shall be regarded as masters which must be used to assess engine performance at subsequent ground checks. |
| (3) | Data on engine performance is to be read from cockpit instruments.
NOTE: Engine performance data can also be read from the EEC via an ARINC 429 data bus.
This data can be read by any commercially available ARINC 429 reading device. Additional
engine parameters can also be monitored, thus providing more information to determine
causes of performance changes. Details of the data available via the ARINC bus is
defined in Table . Engine parameters can also be monitored using the Engine Diagnostic System (EDS).
|
| (4) | If N1 is read from an ARINC device or EDS, adjust the values as follows:
|
| (6) | Ground run engine to obtain calibration curves as follows:
CAUTION: ENGINE INLET CONDITIONS CAN BE INFLUENCED BY OBSTACLES AND WIND DIRECTIONS. IF POSSIBLE,
DO THE ENGINE CALIBRATION IN FREE-FIELD INLET CONDITIONS WITH THE ENGINE FACING INTO
THE WIND.
CAUTION: IF THE ENGINE CAN NOT BE LOCATED 50 METERS FROM BUILDINGS AND OBSTACLES, IT IS RECOMMENDED
TO DO A VISUAL INSPECTION OF THE FAN AFTER RUNNING THE ENGINE ABOVE 80% N1.
|
| (16) | Advance thrust lever to the NORMAL TAKE-OFF detent and allow engine to stabilize for three minutes. |
CAUTION: DO NOT EXCEED VALUES OF N2 AND T4.5 PREVIOUSLY DETERMINED. IF EITHER MAXIMUM VALUE
IS EXCEEDED, REFER TO CHAPTER 72-00-00, FAULT ISOLATION FOR CORRECTIVE ACTION. FOLLOWING RECTIFICATION REPEAT CALIBRATION CHECK.
| (17) |
Record the following parameters on Figure as obtained from the cockpit instruments:
NOTE: Record fuel flow from cockpit instrumentation.
|
| (18) | Readjust throttle, and record parameters listed above for each of the conditions defined
in Figure ie:
|
| (20) | Shut down engine on completion of calibration run (Ref. Check No. 3). |
| (21) | Make a copy of Figure and plot N2 Corr and T4.5 Corr against N1 Corr. |
| (22) | If it is not possible to plot the final N1 conditions, due to high or low ambient temperatures, use the four useable conditions only. |
| (23) | If excessive scatter is apparent on plotting the data, rerun the discrepant points. |
| (24) | Keep the graph of the calibration result together with the engine logbook for future reference. |
G. Check No. 5 - Engine Performance
| (1) | A performance check is to be carried out after completion of work on gas path components or as required by Major Component Repair/Replacement (Ref. Table ). |
| (2) | The procedure to be followed is the same as for Engine Calibration, except data is only required for normal take-off condition. |
| (3) | Plot N2 Corr and T4.5 Corr vs N1 Corr on the existing calibration curves obtained at ground run on initial installation. If the points obtained are within ± 0.5% N2 and ± 10°C T4.5, performance check is satisfactory. |
H. Sample Performance Calculation
| (1) | Examples: Ambient Temperature (OAT) = 39°C N1 Speed = 90% T4.5 Obs. = 700°C N2 Obs. = 99% Θ (@39°C) =
39 + 273.15
288.15 = 1.0833√Θ = 1.0408
N1
√Θ =
90
1.0408 = 86.5%
N2
√Θ =
99
1.0408 = 95.1%
T4.5
Θ =
700 + 273.15
1.0833 - 273.15 = 625°C |
|||||||||||||||||||||||||||||
I. Check No. 6 - Emergency Fuel Shut-off Cable Rigging
| (1) | Completion of one or more of the following tasks requires complete installation and
adjustment (rigging) of the fuel shut-off cable (Ref. 73-10-05):
|
| (8) | Installation of an engine on an aircraft requires a dimensional check of the fuel shut-off valve tripper sleeve and fuel shut-off cable as described in Chapter 73-10-05. |
J. Check No. 7 - Bleed Valve Operational Checks
| (1) | Starting (P2.8) BOV Operational Check (Ref. Table ):
|
| (21) | Handling (P2.5 and P2.8) BOV Operational Check (Ref. Table ):
|
K. Check No. 8 - Leak Check
| (1) | Do the engine ground run checks pre-start, engine start and engine shutdown (Ref. Para. , and ). |
| (2) | Start the engine, run for two minutes or until oil pressure and oil temperature are stabilized. |
| (3) | For AGB seals replacement, run the engine at max. power for two minutes minimum. |
| (4) | Shut down the engine. |
| (5) | Do a visual check for fuel/oil leaks. If there are leaks, correct as necessary and do the leak test again. |
CAUTION: THIS PROCEDURE IS USED STRICTLY FOR MAINTENANCE PURPOSES AND IS TO BE USED WHEN
PERFORMING ENGINE COMPRESSOR WASH AND/OR DURING INVESTIGATION OF PERFORMANCE DETERIORATION.
| (1) | Make sure aircraft bleed system is shut-off. |
| (2) | Disconnect the P2.5 and P3 engine cabin bleed ports, on the aircraft side of the engine. |
| (3) | Install a slave LP P2.5 cabin bleed cover (1) and new gasket (2). Install six bolts (4) and torque to 36 to 40 lb.in (4.1-4.5 Nm). |
| (4) | Install a slave P3 cabin bleed cover (5) (PWC43436) and new gasket (6). Install five bolts (8) and torque (Ref. AMM). |
| (5) | Perform engine compressor wash (Ref. 71-00-00, CLEANING) and/or engine performance run, refer to Para. |
| (6) | Remove the slave P2.5 cabin bleed cover (1) and gasket (2) previously installed. |
| (7) | Remove the slave P3 cabin bleed cover (5) (PWC43436) and gasket (6) previously installed. |
| (8) | Install aircraft cabin bleed ports connection on the aircraft side of the engine (Ref. AMM). |
9. Motoring Runs
CAUTION: OBSERVE STARTER DUTY CYCLE. FAILURE TO COMPLY MAY RESULT IN DAMAGE TO EQUIPMENT
(REF. AMM).
NOTE: Post multiple motoring runs (more than four), which may cause excess oil to accumulate
in air passages, perform a normal engine start. Select bleed “ON”. Run engine for
a minimum of five minutes at ground idle, then increase to 82% N1 and allow engine
to stabilize for a minimum of 10 minutes. Finally decrease to ground idle and run
for a further five minutes for cool down prior to shutdown. If smoke in the cabin
is noticed, inspect the cabin bleed P2.5 port. If oil is found in the cabin bleed
P2.5 port, clean the entire ECS systems, duct and repeat the ground run as identified
above.
A. Dry Motoring Run
| (1) | The following procedure is used to clear the engine at any time during ground operation
when it is deemed necessary to purge the engine of internally trapped fuel and vapors.
Air passing through the engine serves to remove fuel or vapor from the combustor area,
turbines and engine exhaust nozzle.
|
B. Wet Motoring Run
CAUTION: THIS PROCEDURE IS USED STRICTLY FOR MAINTENANCE PURPOSES AND IS NOT PART OF NORMAL
START PROCEDURES. AFTER A WET MOTORING RUN, A DRY MOTORING MUST BE ACCOMPLISHED BEFORE
ANY START IS ATTEMPTED.
| (1) | Accomplish prestart Check No. 1. |
| (2) | Ignition Switches - OFF. |
| (3) | Engine Starter Switch - ON. |
| (4) | TLA - IDLE detent. Maintain starter operation for desired duration. Observe starter limits (refer to applicable Starter Manufacturers Manual). |
| (5) | TLA - CUT-OFF or CUT-OFF switch to OFF. |
| (6) | Engine Starter Switch - OFF. |
| (7) | Fuel Boost Pump Switch - OFF. |
| (8) | Fuel System Shut-off Switch - FUEL OFF. |
| (9) | Engine Master Switch - OFF. |
| (10) | Allow starter to cool for specified period, then accomplish a dry motoring run. |
C. Emergency - Ground Fire
| (1) | TLA - CUT-OFF or IDLE with CUT OFF switch selected OFF. |
| (2) | Engine Master Switch - ON. |
| (3) | Fuel Boost Pump Switch - OFF. |
| (4) | Fuel System Shut-off Switch - OFF. |
| (5) | Engine Starter Switch - ON. |
| (6) | Maintain starter operation for the desired duration. Observe starter limits. (Refer to the applicable Aircraft Flight Manual). |
| (7) | Engine Starter Switch - OFF. |
| (8) | Engine Master Switch - OFF. |
| (9) | Allow the starter to cool before any further starting operation is attempted. |
10. Adjustments
CAUTION: DO NOT ADJUST OIL PRESSURE TO COMPENSATE FOR UNRESOLVED OIL SYSTEM PROBLEMS (REF.
72-00-00, FAULT ISOLATION). THIS COULD CAUSE MOP TO BE OUT OF SPECIFIED LIMITS AND
CAUSE DAMAGE TO OIL SYSTEM COMPONENTS.
| (1) | Shut down engine. |
| (2) | Remove two nuts (1) and remove cover (3) using puller (PWC43172). Remove and discard preformed packing (4). |
| (3) | Adjust sleeve (5) using a 7/8 inch open-end wrench, clockwise to increase pressure
or counterclockwise to decrease pressure.
NOTE: One eighth turn (one flat) of the sleeve will change oil pressure approximately
3 psi.
|
| (4) | Install new preformed packing (4) on sleeve (5) and install valve cover (3) on housing with nuts (1). Tighten and torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (5) | Start engine, stabilize at N2=92.8% (25000 RPM or maximum available, whichever is less) for five minutes and check oil pressure (Ref. Fig. ). Repeat procedure as required. |
WARNING: WEAR EAR DEFENDERS IF ADJUSTMENTS ARE BEING DONE WITH THE ENGINE RUNNING AT GROUND
IDLE.
CAUTION: DO NOT ADJUST OIL PRESSURE TO COMPENSATE FOR UNRESOLVED OIL SYSTEM PROBLEMS (REF.
72-00-00, FAULT ISOLATION). THIS COULD CAUSE MOP TO BE OUT OF SPECIFIED LIMITS AND
CAUSE DAMAGE TO OIL SYSTEM COMPONENTS.
| (1) | If necessary, adjust oil pressure as follows:
|
C. VIGV Actuator Rigging
| (1) | Refer to Chapter 75-30-04. |
11. In-situ Fan Trim Balancing - TEC Model 4040 Viper Analyzer
A. General
Current engine balancing procedures, carried out during engine build, includes a requirement
to trim balance the complete LP compressor assembly during engine test. This is achieved
by the installation of counterweights to the specific position in the fan hub assembly.
Similarly, for field replacement of the fan assembly, trim balancing of the fan assembly
may be necessary if a high vibration indication is noted.
The operator must be familiar with the
TEC Model 4040 Viper Analyzer, P/N 10-100-4040 before performing these operations. Do a transient vibration survey and fan trim
balance operation with the following procedures and the Viper Operator's Manual.
Refer to FAULT ISOLATION 1 - OPERATING section of this manual to determine when engine in-situ trim balance should be done.
Required equipment, including the optional TEC Model 4040 Viper Notebook Cable - P/N
10-320-0157, found in the Fixtures, Equipment and Supplier Tools List at the front
of this section have been approved for use in determining position and mass of trim
balance weight. Other equipment may be approved on a case by case basis.
| (1) | Gain access to top area of the LP compressor case/intermediate case (Flange B) and locate the two adjacent nuts at 12 o’clock position. |
| (2) | Remove two nuts (5) and washers (3) from Flange B location. |
| (3) | Install sensor (1) with mounting bracket (PWC43442) (2) with two washers (3) and two nuts (5). |
| (4) | Torque nuts 62 to 72 lbf.in (7.1 - 8.1 Nm). |
CAUTION: KEEP VELOCITY CABLE AWAY FROM HOT BLEED AIR AND OIL LINES.
| (5) | Install high temperature cable P/N 10-320-0008 connector to vibration sensor P/N 69-100-0016. Torque connector 50 to 60 lbf.in. (5.7 - 6.7 Nm). Connect the other end of the cable to converter box P/N 10-100-1500. |
| (6) | Connect the vibration sensor cable P/N 10-320-0131 to the other receptacle of the converter box and connect the other end of the cable to the VELOCITY receptacle of the Aces Analyzer. |
| (1) | Remove P1/T1 probe from it is mounting point in the inlet cowl and secure to the cowling area. |
| (2) | Install optical tachometer probe P/N 10-100-1773 or P/N 10-100-1300 with bracket P/N 22-430-0058 or P/N 10-100-0196 respectively, on the P1/T1 probe mounting point. |
CAUTION: FASTEN CABLE TO AIRFRAME TO AVOID ENGINE INGESTION AND HOT AIR AND OIL LINES.
| (3) | Connect tachometer probe cable P/N 10-320-0126 to the optical probe and the other end to the receptacle marked ‘PHOTO’ on the speed unit P/N 10-100-0485. |
| (1) | Install the vibration sensor (Ref. Para. ). |
| (2) | Install the charge converter box 10-100-0574 with cables 10-320-0431 and 10-320-0008. |
| (3) | Locate the maintenance plate containing the left and right engine maintenance receptacles (Ref. AMM). |
| (4) | Install the G200/IAI interface cable 10-320-0413 and connect to the maintenance connector for the engine under test. |
| (5) | Connect the N1 and N2 cables of the G200/IAI interface cable to the TACH 1 and TACH 2 receptacles, respectively, of the TEC Model 4040 Viper Analyzer, P/N 10-100-4040. |
| (6) | Connect the vibration cable P/N 10-320-0431 to the CHANNEL A receptacle of the TEC Model 4040 Viper Analyzer, P/N 10-100-4040. |
NOTE: Installation of reflective tape is required only for fan trim balancing and It is
not required for vibration survey.
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN, LINT-FREE
GLOVES.
| (1) | Locate the fan blade marked in line with the ‘V’ mark on the inlet cone. Mark a line on the blade platform with an approved silver pencil (PWC05-018). |
CAUTION: CLEANED AREA MUST BE IN LINE WITH THE ‘V’ MARK AND DIRECTLY IN PASSING VIEW OF THE
OPTICAL PROBE AS THE FAN ASSEMBLY ROTATES.
| (2) | Clean the area of the inlet cone where the tape is to be attached, with acetone (PWC11-012). |
CAUTION: POSITION THE REFLECTIVE TAPE SO THE LEADING EDGE OF THE TAPE IS RELATIVE TO THE
OPTICAL PROBE, TO MAKE SURE THAT THE ARRANGEMENT TRIGGERS THE TACHOMETER LED.
| (3) | Install a two inch piece of reflective tape (PWC05-238) one inch wide, or two one-half inch wide pieces on the cleaned area fan inlet cone. |
| (4) | Apply a light coat of locking and retaining compound (PWC09-002) around the edges of the tape, and between the two pieces. |
| (5) | Supply power to the analyzer and check that the tachometer triggers when the No. 1 blade is at the 12 o’clock position. |
CAUTION: DO NOT EXCEED ANY ENGINE OPERATING LIMIT WHEN TRIM BALANCING (REF. Chapter 05-10-00,
OPERATING LIMITS AND LEADING PARTICULARS). IF ANY N1 SETTING WILL CAUSE THE ENGINE
TO EXCEED AN OPERATING LIMIT, OMIT THAT SETTING.
| (1) | Make sure that the Transient Vibration Survey option is installed in the Viper Analyzer. Detailed instructions are available at the TEC ACES Systems website. |
| (2) | Install the P&WC Transient Vibration Survey setup file in the TEC Model 4040 Viper
Analyzer. Switch the power on and load the procedure into the ACES Analyzer.
NOTE: Make sure that the battery charge indication is more than 80%.
|
| (3) | Determine engine maximum N1% RPM for local pressure altitude and ambient temperature
from the Aircraft Flight Manual.
NOTE: Obtain aircraft and engine information before start of the test. i.e. aircraft registration
number, aircraft hours, engine serial number, hours and cycles.
|
| (4) | Verify and install if required application software 3.05Q and PWC OW setup version
2.72 or greater in the Viper Analyzer. To install this software use notebook computer
10-320-0157, USB cable 10-320-0483, and Avtrend software 10-700-0103. Detailed instructions
are available at the TEC ACES Systems. website: www.acessystems.com/manuals.htm |
CAUTION: MAKE SURE THE INFORMATION ON THE VIPER ANALYZER SCREEN IS CORRECT BEFORE PRESSING
ENTER.
| (5) | At the "Main" menu, select the Transient Vibration Survey option with the cursor up/down arrow keys and press ENTER. |
| (6) | At the Transient "Vibration Survey" menu, select Start Job with the up/down arrow keys and press ENTER. |
| (7) | At the "Set-up List" menu, select PW306A OW with the up/down arrow keys and press
ENTER.
NOTE: The screen will display "Loading....Please Wait".
|
| (8) | At the "Job Identification" menu, type in the name of the Customer and Aircraft Serial number with the keypad and press the cursor down key. You can press the F1 “Names” key to select the name from a list if it has previously been used in this analyzer and press ENTER. |
| (9) | Enter the A/C (Aircraft) Registration number with the keypad and press the down arrow key. |
| (10) | Enter the A/C (Aircraft) Total time in hours with the keypad and press ENTER. |
| (11) | At the "Engine Information" menu, select "POSITION 1" for all tests. |
| (12) | Skip over the first section identified as propeller by pressing the cursor down key until the Engine section is reached. |
| (13) | Enter the engine S/N with the keypad or press the F1 "Serial Nos" key to select it
from a list if it has previously been used in the analyzer. Press the down arrow key
to move the cursor into the "Type" field, then with the keypad enter the text 306A.
Press the down arrow key to move the cursor to the "TSO" field and then with the keypad,
enter the engine hours since overhaul. Press the down arrow key to move the cursor
to the "TSN" field and then with the keypad, enter the engine hours since new. Then
press ENTER. There will be a 5-8 second pause while the analyzer initializes the data
acquisition application.
NOTE: The screen will display "Perform FOD check, start the engine, and establish normal
operating conditions".
|
| (14) | Start the engine, let engine stabilize and engine oil temperature reach a minimum
of 125°F (51°C).
NOTE: If required, run the engine at a higher idle speed to warm the engine oil, then
return the power lever to idle.
|
| (15) | When the engine is warmed up and you are ready to begin the survey, press ENTER. |
| (16) | There will be a 10 second delay while the analyzer prepares the Database manager and recovers database memory. When the overall vibration display starts, the analyzer will be recording data. |
| (17) | The Viper screen will display the overall vibration data on the screen, which consists of the following table. |
| (18) | Accelerate engine from idle to target N1 speed identified in item (1), sweep time
approximately 120-180 seconds (between 2 and 3 minutes). When target N1 is achieved,
press ENTER to stop data acquisition.
NOTE: 1. Record Max N1, N2 and ITT values.
NOTE: 2. If N1 target is exceeded by more than 1.5% notify PWC field representative.
|
| (19) | The Viper analyzer will display the message “Store the Data?”. Press the F1 key to answer Yes and save the data, or F5 to answer No if the run is to be deleted. |
| (20) | Decelerate the engine to idle. |
| (21) | Press F5 to continue. |
| (22) | Select the "Manage Job" menu with the upper/lower cursor keys and press ENTER. |
| (23) | Select "Review" with the upper/lower cursor keys and press ENTER. The screen will
display the surveys that are available. Locate the correct survey with the upper/lower
cursor keys and press ENTER.
NOTE: The screen will display the jobs that are available.
|
| (24) | At the "Select Item To Review" menu, select View EN1 vs N1 Vibration with the upper/lower cursor keys and press ENTER. The screen will display the fan vibration plot (Ref. Fig. ). The plot indicates the peak level at the corresponding N1 speed. |
| (25) | Use the Right and Left arrow keys as necessary to locate the highest amplitude peak on the plot. The X (speed) and Y (amplitude) values are displayed in the upper right corner of the analyzer screen. Record the peak amplitude (Y) and RPM (X) value (e.g.: Peak = 0.13@5574.8). |
| (26) | Shut down the engine. |
| (27) | View all the plots from the menu. Transfer the analyzer data to the AvTrend software to print the plots. |
| (28) | Return to "Main" menu by pressing the BACKUP key. |
| (1) | Remove the inlet cone (Ref. 72-30-01). |
| (2) | Record the location of the counterweights on the front balancing rim in the Fan Trim Balancing Data Worksheet (Ref. Fig. ). |
| (3) | Install the inlet cone (Ref. 72-30-01). |
| (4) | Install the optical probe (Ref. Para. ). |
| (5) | Disconnect the N1 speed probe connector from the TEC Model 4040 Viper Analyzer and connect the tacho cable 10-320-0126 connector to the appropriate receptacle of the TEC Model 4040 Viper Analyzer for the N1 speed signal (Ref. Fig. ). |
| (6) | Install reflecting tape on the nose cone (Ref. Para. ). |
| (7) | Power on the Viper analyzer. |
| (8) | At the Main menu, select "Fan/Turbine Balance" with the upper/lower cursor keys and press ENTER. |
| (9) | Select "Start Job" with the upper/lower cursor keys and press ENTER. |
| (10) | At the "Set-up List", select PW306A OW Fan with the upper/lower cursor keys and press ENTER. |
| (11) | At the "Customer Information" menu, type in Customer Name, Aircraft Registration Number and Aircraft Total Time then press ENTER. |
| (12) | At the "Engine Information" menu, select "POSITION 1", then use the upper/lower curser keys to move to "ENGINE". |
| (13) | At the "Engine S/N" field, input "CCXXXX" and press DOWN ARROW KEY. |
| (14) | Input the engine type, time since overhaul (TSO) and time since new (TSN) with the keypad keys and press ENTER. |
| (15) | At the Label Detail Weight Holes menu, input the location of the detail balance weights. Use the up/down cursor keys to select the hole numbers then change the selected hole(s) to an "X" with the right cursor keys. When done, press ENTER. |
| (16) | At the Fan/Turbine Balance Speeds menu, enter the peak vibration speed from the vibration
survey and press ENTER. Start the engine. Let the engine stabilize and oil temperature
reach 125°F (51°C) minimum. Press ENTER.
NOTE: The VIPER Analyzer will prompt Fan/Turbine Balance Setup as a reminder to verify
unit connections. Press ENTER to continue.
|
| (17) | The VIPER Analyzer will display CURRENT RPM VALUE. Press ENTER. |
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS (REF. Chapter 05-10-00, OPERATING LIMITS AND
LEADING PARTICULARS). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS
IN THE VIPER ANALYZER PROCEDURE.
| (18) |
The VIPER Analyzer will display "Set eng #1 RPM to: XXXX", the peak vibration N1 speed
minus 500. Bring the engine to this speed and press ENTER. At the next display, allow
10 to 15 seconds for the phase and amplitude to stabilize, then press ENTER to accept
the measuring point. Repeat the procedure for the following N1 rpm settings.
|
| (19) | Return the engine to idle speed. |
| (20) | At the "Review Prior Run Data" menu, review data taken and press ENTER. |
| (21) | Shut down the engine and wait as necessary for the optimization of weights to be completed. Press F5 to continue. |
| (22) | Record the position of the counterweight and hole defined by the VIPER Analyzer. |
H. Trial Weight Trim Balance Run
| (1) | Review the trim balance mass and location solution defined by Viper analyzer in the
two left columns labeled "Hole Suggested".
NOTE: Trim balance counterweight rivet hole locations are counted counterclockwise from
the inlet cone index 'V' mark.
|
| (2) | Install trial counterweight as follows:
|
| (9) | Perform a trial counterweight run as follows:
|
| (14) | If vibration level is within acceptable limits, end the balancing procedure. |
| (15) | If vibration level is not acceptable, record the new counterweight size and location calculated by analyzer. |
| (16) | Remove first trial weight and install solution counterweight (Ref. Para. - Rivet and Counterweight):
NOTE: 1. The analyzer calculates final or successive solutions based on previous trial
counterweight having been removed.
NOTE: 2. Unbalance is corrected by using a maximum of four fan trim counterweights. Existing
fan trim counterweights may be replaced, as required. The weights used for detail
balancing must not be replaced.
NOTE: 3. Maximum of four trim counterweights and four detail counterweights can be added
to the front balancing rim.
|
| (17) | When engine vibration is within acceptable limits, record the counterweight(s) mass and position(s), with respect to fan hub V-mark, in the engine log book. |
| (18) | Remove the test equipment and return the engine to normal operating condition. |
12. Rivet and Counterweight - Front Hub
A. Removal of Rivet and Counterweight - Pre-SB25058 (Ref. Fig. )
| (1) | Remove the inlet cone (Ref. 72-30-01). |
| (2) | Find the counterweight (6) and rivet (5) to be removed from balancing result. |
CAUTION: DO NOT DAMAGE FAN BALANCING ASSEMBLY WHEN REMOVING RIVETS.
| (3) | Remove rivet (5) and counterweight (6) with suitable chisel (PWC66645) and punch (PWC60614) or (PWC38297-101 and PWC38297-102). Remove the flared end of the rivet with the chisel. |
| (4) | Check the hub (2) areas for metal particles and clean as necessary with alcohol (PWC11-014) and dry. |
B. Installation of Rivet and Counterweight - Pre-SB25058 (Ref. Fig. )
| (1) | Find the location of the counterweight (6) and rivet (5) in the balance rim (4) as specified from the balancing result. |
CAUTION: FOR Pre-SB25058 HUB WITH FRONT RETAINING RING, ALL RIVETS (MANUFACTURED HEADS) TO BE POSITIONED ON
THE INSIDE DIAMETER OF THE HUB.
| (2) | Install and flare the rivets (5) without the counterweights (6) with riveter (PWC43238) and rivet set (PWC43239) and (PWC43240). |
| (3) | Install and flare the rivets (5) with the counterweights (6) with riveter (PWC43238) and rivet set (PWC60085) and (PWC43240). |
C. Removal of Rivet and Counterweight - Post-SB25058 (Ref. Fig. )
NOTE: Always remove and install the rivet and counterweight with the split of the retaining
ring and rivet location at 6 o'clock position.
| (1) | Remove the inlet cone (Ref. 72-30-01). |
CAUTION: REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE BLADES
DO NOT DISENGAGE FROM THE FAN HUB WHEN REMOVING THE CONE ASSEMBLY. INSTALL THE RETAINING
RING.
| (2) |
After removing the inlet cone install the split retaining ring (PWC62019) (8) and secure by tightening holding screw. Always position the split of the retaining
ring at the 6 o'clock position.
NOTE: Blade at 6 o'clock position in line with the split cannot slide forward and disengage
by itself. At other positions blade could slide forward more so at the 12 o'clock
position because the blade slot on the hub slopes downward.
|
| (3) | Install the fan hub protector (4) (PWC62002) on the hub (2) and secure with the inlet cone bolt (3). Torque handtight only. |
| (4) | Close the gap between the bigger outer diameter of the protector (PWC62002) and the hub using a duct tape. This will prevent the ground metal powder from going into and damaging the hub inner diameter. |
| (5) | Find the rivet (7) and counterweight (5) to be removed. Loosen the split retaining ring (8) holding screw and hold the ring in place with one hand while turning the fan hub assembly with the other until the rivet/weight is at 6 o'clock position in line with the split of the ring. |
| (6) | Tighten the split retaining ring (8) holding screw. |
| (7) | Install the fan wedge tool (PWC66581) in between the fan blade tip and the fan case. This will prevent the fan assembly from rotating during the removal and installation of the rivet and counterweight. |
CAUTION: USE EXTREME CARE NOT TO DAMAGE HUB AREAS AND THE FAN BALANCING ASSEMBLY DURING THE
GRINDING OF THE RIVETS.
| (8) | Carefully grind the flared side of the rivet (7) using rivet cutter/grinder (PWC62005) - the flared side is on the inside hub diameter where the weight is installed). |
| (9) | The rivet (7) should come out easily. If the rivet does not come off, use pusher (PWC62004) to remove the rivet. |
| (10) | Remove all ground metal powder from the hub. |
| (11) | For removing another rivet/weight repeat steps to . |
| (12) | Remove the inlet cone bolt (3) and the fan hub protector (PWC62002). |
| (13) | Check the inside hub areas for metal particles and clean as necessary. |
D. Installation of Rivet and Counterweight - Post-SB25058 (Ref. Fig. )
NOTE: Always remove and install the rivet and counterweight with the split of the retaining
ring and rivet location at 6 o'clock position.
| (1) | Clean the hub (2) with alcohol (PWC11-014) and dry. |
| (2) | Make sure the split retaining ring (PWC62019) (8) is installed. |
| (3) | Find the location rivet (7) and counterweight (5) to be install as specified in the balancing result. Loosen the split retaining ring holding screw and hold the ring in place with one hand while turning the fan hub assembly (2) until the rivet/weight is at 6 o'clock position in line with the split of the ring. |
| (4) | Tighten the split retaining ring holding screw. |
CAUTION: USE EXTREME CARE NOT TO DAMAGE HUB AREAS AND THE FAN BALANCING ASSEMBLY DURING THE
INSTALLING OF THE RIVETS.
| (5) | Position the counterweight from the inside diameter of the hub rim at the location specified in the balancing results. |
CAUTION: ALL RIVET HEADS MUST BE POSITIONED ON THE OUTSIDE DIAMETER OF THE HUB BALANCING
RIM.
| (6) | Secure counterweight with rivet. Flare rivet using riveter (PWC62003). |
| (7) | For installing other rivet (7) and counterweight (5), repeat steps to . |
| (8) | Remove the fan wedge tool (PWC66581). |
| (9) | Carefully remove the split retaining ring (PWC62019) (8). Make sure blades do not slide forward and disengage from the hub. |
| (10) | Install inlet cone (Ref. 72-30-01). |
POWER PLANT - CLEANING
1. General
A. Engine cleaning is basically confined to compressor desalination or performance
recovery washes. However, an external wash is recommended whenever the engine is
contaminated with salt. Refer to Chapter 05-20-00 for wash schedule.
B. To perform a compressor wash, the engine is motored using the starter and wash
fluids are sprayed through the fan at a high flow (10 gal/min, 37.8 liters/min) using
a suitable spray wand with a nozzle angled to ensure cleaning fluid enters the engine
core.
C. Motoring washes are carried out at an N2 of 8 to 25% and the water or cleaning
mixture, which is pressurized at 60 psi (414 kPa) is sprayed into the compressor inlet
via the high flow wash wand. Washing while motoring the engine ensures that the cleaning
mixture remains in liquid form.
D. To perform a turbine wash the engine is dry motored and wash fluid is sprayed
through a nozzle installed in one of the igniters mount openings.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC32677-300 | Engine Wash Rig |
| PWC60708 | Nozzle, Turbine Wash |
| PWC61152 | Nozzle, Compressor Wash |
| PWC62212 | Engine Wash Rig |
| PWC66581 | Fan Blade Wedges |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Engine External Wash
A. Procedure
CAUTION: DO NOT USE GASOLINE OR SIMILAR FLUIDS OR SOLVENTS FOR EXTERNAL ENGINE CLEANING.
DO NOT CLEAN AN ENGINE THAT IS OPERATING OR IS STILL HOT FOLLOWING OPERATION. ALLOW
THE ENGINE TO COOL FOR A MINIMUM PERIOD OF 40 MINUTES AFTER SHUTDOWN TO AVOID THE
PRECIPITATION OF SALTS OR OTHER SOLIDS IN THE EVENT OF INADVERTENT USE OF HARD WATER.
| (1) | Fresh water external cleaning is recommended when engine is contaminated with salt, volcanic dust or corrosive chemicals such as those found in industrial smog. Demineralized/distilled water is not necessary. The engine must never be left in a contaminated condition overnight, or longer. |
| (2) | If water wash is ineffective, a petroleum solvent (PWC11-027) /water emulsion may be used to remove oil, grime, or other materials/fluids (e.g.
Hydraulic fluids). Thoroughly rinse with water to remove all traces of cleaning fluid.
Completely dry the engine using clean, dry compressed air.
NOTE: External cleaning is very effective in tracing possible origin of external oil leakage.
|
6. Internal Washing
A. General
| (1) | Washing removes salt, dirt and other baked-on deposits that accumulate in the gas path and cause engine performance deterioration. |
| (2) | A compressor/turbine desalination wash uses water or water/methanol (PWC11-010) (Ref. Table or Fig. ) to remove salt and light deposits. The addition of cleaning agents is not recommended. |
| (3) | A rinse wash uses the same solution (according to temperature) as the desalination wash (Ref. Table ) and is used after a performance recovery wash to clean the gas path. |
| (4) | A performance recovery wash uses cleaning agents (Ref. Tables , , and ) in the wash solution to remove deposits that cannot be dissolved by a desalination wash. |
| (5) | The formula of the P&WC developed performance recovery solution WCT is shown in Table . |
| (6) | Depending upon the operating environment, the nature and frequency of washing are recommended to be in accordance with Chapter 05-20-00. |
| (1) | Set up engine wash rig (PWC32677-300) as shown on schematic (Ref. Fig.). |
| (2) | Check that the air or nitrogen pressure supply connected to the wash rig is adjusted to 50 psig. |
| (3) | Verify the availability and condition of the wash nozzle assembly (PWC61152) or the Wash Wand.
NOTE: 1. The Wash Wand is a locally designed and fabricated spray nozzle or wand used
to inject wash fluids. Fan Blade wedges (PWC66581) are used to immobilize the fan.
NOTE: 2. The Wash Wand must be designed and fabricated to deliver the recommended amount
of fluid (19 liters or 5 US gallons), at the recommended pressure (50 psi or 345 Kpa),
in the recommended time (20 to 30 seconds) to the core of the engine.
NOTE: 3. The Wash Wand is a hand held tool and should be designed to direct the fluid
stream into the core of the engine while keeping operating personnel at a safe distance
from any rotating parts or splash back and should not present any risk of coming into
contact with rotating parts or of parts liberating and being ingested by the engine.
|
C. Preparation of Cleaning Solutions
| (1) | Prepare a 5 US Gal. or (10 US Gal. in case of performance recovery) of desalination/rinse solution based on the Outside Air temparature (OAT) of the day in accordance to Table . Use demineralized/distilled water or drinking water quality specified below. |
| (2) | Get a supply of demineralized/distilled water which obeys the criteria that follows:
|
| (8) | Get a supply of drinking quality water complying with the following criteria:
|
| (14) | Depending on the prevailing outside air temperature (OAT), prepare a 5 US Gal. of
performance recovery solution as per Tables , , and using one of the following cleaning agents:
NOTE: Approved solutions for Table are:
NOTE: 1. Approved Recovery Solutions for Table are:
NOTE: 2. The above table results in 5 liters of power recovery solution. Multiply the
5 liters by approximately 4 to obtain 5 U.S. gallons.
NOTE: Approved Biodegradable Solutions for Table are:
|
| (1) | Remove cap assembly (2) from Pt air tube assembly (1). |
| (2) | Remove cap assembly (4) from P3 air tube assembly (3). |
| (3) | Cover two P1/T1 probes in the engine inlet case with suitable waterproof protectors to prevent water from entering the probes. |
| (4) | Disconnect and cap the P2.5 and P3 engine cabin bleed ports, on the aircraft side of the engine (Ref. 71-00-00, POWERPLANT - ADJUSTMENT/TEST). |
| (5) | Make sure throttle is in “CUT-OFF” position. |
| (6) | Make sure ignition system is in the OFF position. |
| (7) | Make sure aircraft bleed system is shut-off. |
| (8) | Set the engine anti-ice switch to “ON” position to prevent the compressor wash fluid from entering the valve piston. |
| (9) | Install compressor wash nozzle assembly (PWC61152) (6, Fig. ) into the engine inlet as follows:
CAUTION: LET A HOT ENGINE COOL FOR 30 MINUTES MINIMUM BEFORE DOING A COMPRESSOR WASH.
CAUTION: DO NOT TIGHTEN THE SUPPORT RODS OF SPRAY NOZZLE TOO MUCH OR DAMAGE TO THE INLET
OR FAN CASE MAY OCCUR.
CAUTION: MAKE SURE THE COMPRESSOR WASH NOZZLE ASSEMBLY (PWC61152) (6) IS SECURELY INSTALLED IN THE INLET CASE.
|
| (17) | Set up for washing operations using alternate tooling, the Wash Wand (described in
Subpara. ) and the fan blade wedges (PWC66581) as follows:
CAUTION: CARE IN INSTALLING THE WEDGES SHOULD BE TAKEN TO AVOID DAMAGE TO THE ABRADABLE LINER.
|
E. Fan Washing
WARNING: BEFORE WASHING FAN, MAKE SURE STARTER SWITCH AND IGNITION SYSTEM ARE IN THE OFF
POSITION AND TLA IS IN CUT OFF POSITION.
WARNING: WHEN WASHING THE FAN BY HAND WEAR CLEAN COTTON GLOVES AND USE CAUTION BECAUSE THE
LEADING EDGE OF FAN BLADES MIGHT BE SHARP.
| (1) | Fan blade washing is best accomplished by hand using a sponge or soft clean cloth. Each blade must be washed individually on both pressure and suction side. |
F. Compressor Washing (Desalination or Performance Recovery)
CAUTION: BEFORE MOTORING ENGINE, MAKE SURE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH
MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S
MANUAL).
| (1) | Install compressor wash nozzle assembly (PWC61152) and connect to the engine wash rig (PWC32677-300). Check installation per Subpara. |
| (2) | Check the air or nitrogen pressure supply connected to the wash rig is adjusted to 50 psig. |
CAUTION: LET STARTER COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
CAUTION: MAKE SURE ITT/T45 IS NOT MORE THAN 65°C (150°F) BEFORE DOING A COMPRESSOR WASH.
| (3) |
Do a 30 second dry motoring run. When N2 reaches 5% during acceleration, start injecting
wash fluid. Stop wash fluid injection when N2 drops below 5%. If the wash rig is correctly
adjusted, 5 US Gal. of wash fluid will be used for each motoring run.
NOTE: This is not required when a desalination wash is done.
|
| (4) | Allow cleaning solution to soak for 30 minutes. |
| (5) | Accomplish two 30 seconds dry motoring run, one after the other, and start injecting
rinse solution when N2 reaches 5%. Stop wash fluid injection when N2 drops below 5%.
If the wash rig is correctly adjusted, 5 US Gal. of wash fluid will be used for each
motoring run.
NOTE: Only one motoring run is required for desalination wash.
|
| (6) | Disconnect wash rig (PWC32677-300) and remove compressor wash nozzle assembly (PWC61152). |
CAUTION: LET STARTER COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
| (1) | Do a 30 seconds dry motoring run (Ref. Adjustment/Test). |
| (2) | Install cap (4) on Pt air tube (3). Torque cap 90 to 100 lb.in. (10.0-11.0 Nm) and lockwire (PWC05-089). |
| (3) | Install cap (2) on P3 tube (1). Torque cap 270 to 300 lb.in. (30.0-34.0 Nm) and lockwire (PWC05-089). |
| (4) | Install P1/T1 probe and remove protective covers from P1/T1 sensors in fan case. |
| (5) | Remove all bleed port caps. Allow sufficient time for wash solution to drain. |
| (6) | Reconnect P2.5 and P3 cabin bleed ports. |
CAUTION: MAKE SURE ALL COWLS ARE CLOSED.
| (7) | Do an engine start and run for 3 minutes at GROUND IDLE with CABIN BLEED OFF (Ref. Adjustment/Test). |
| (8) | Shutdown engine. |
H. Turbine Washing
| (1) | Remove one igniter plug and install turbine wash nozzle (PWC60708). |
| (2) | Connect engine wash rig (PWC32677-300) to the spray nozzle and adjust air or nitrogen to 50 psig pressure (414 kPa). |
CAUTION: ALLOW ENGINE TO COOL FOR A PERIOD OF 30 MINUTES PRIOR TO CARRYING OUT A TURBINE
WASH.
CAUTION: BEFORE MOTORING ENGINE, ENSURE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH
MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S
MANUAL).
| (3) | Do two 30 seconds dry motoring runs, one after the other, while injecting five gallons of wash fluid (Ref. Table ) at a prescribed rate of 10 gallons per minute. |
| (4) | Remove turbine wash nozzle (PWC60708) and install igniter plug (Ref. 74-10-01). |
| (5) | Do a 30 seconds dry motoring run. |
| (6) | Perform 5 min. engine ground run at ground idle. |
72
72.00 Engine
72.00.00 Engine, General
ENGINE, GENERAL - DESCRIPTION AND OPERATION
The PW306A Engine is a two-spool, turbofan engine, featuring a full-length annular
bypass duct. A concentric shaft system supports the high and low pressure rotors.
The inner shaft supports the low pressure (LP) compressor (fan) and is driven by a
three-stage turbine at the rear. The outer shaft is mechanically independent of the
LP shaft and supports the four axial stages and one centrifugal stage of the high
pressure (HP) compressor, and is driven by a two-stage turbine supported at the rear.
Air enters the engine through the fan case, is accelerated rearwards by the fan and
is split into bypass and core flow streams through concentric dividing ducts. The
bypass air passes through a single stage of stators and a faired bypass duct before
exiting with the core flow through a common mixing nozzle.
The core airflow passes through variable inlet guide vanes and first-stage variable
stator vanes, which allow optimum airflow into the HP compressor. Both sets of vanes
are hydraulically actuated by fuel pressure from the hydro-mechanical unit, as commanded
by the electronic engine control. From the HP compressor, core airflow is passed
through 24 diffuser tubes, which convert velocity to static pressure. The diffused
air then passes to the annulus surrounding the combustion chamber liner.
The combustion chamber liner consists of an annular straight-through assembly, with
multi-holed patterns for air mixing and dilution with the combustion gases.
The air enters the combustion chamber liner and mixes with fuel. Fuel is injected
into the combustion chamber by 24 air blast nozzles supplied by a single-tube manifold.
Two of the nozzles are a hybrid-type, having an additional fuel supply line of lower
pressure, to provide a separate primary fuel flow for ease of starting. During starting,
the mixture is ignited by two spark igniters which protrude into the combustion chamber
liner.
The resultant gases expand from the combustion chamber liner and pass through the
first-stage HP turbine stator to the first-stage HP turbine. The first-stage HP vanes
and rotor blades are cooled by air flowing through internally cast passages. The
still expanding gases pass rearward to the cooled second-stage HP vanes and turbine,
then to the three-stage LP turbine and associated stator vanes, then to atmosphere
through the exhaust duct, subsequently mixing with the bypass flow.
All engine driven accessories (Ref. Table ), with the exception of the N1 LP rotor speed sensor, are on the accessory gearbox
secured to the bottom of the intermediate case.The accessories are driven by a tower
driveshaft geared to the HP rotor shaft (N2), passing downward through the intermediate
casing to mesh with a bevel gear in the accessory gearbox. The N2 speed sensors located
on the right side of the accessory gearbox are of an electromagnetic pulse type.
A spur gear on the alternator gearshaft passes over the probes, creating an impulse
which is transmitted to the EEC. The N1 speed sensors are mounted in the aft end
of the engine, in the exhaust case. The operation of the N1 probes is the same as
the N2 probes, and transmits signals to the EEC.
The engine oil tank is integral with the intermediate case and is located between
the core and bypass flow passages.
2. Engine Data
A. Engine Specifications and Leading Particulars
| (1) | Refer to Chapter 05-10-00. |
B. Engine-Driven Accessories - Leading Particulars
| (1) | Refer to Table and Figure for leading particulars for engine-driven accessories and accessory drives. |
| (2) | All engine driven accessories, with the exception of the LP rotor speed sensors are mounted on the accessory gearbox and driven by a tower shaft geared to the HP rotor. |
| (3) | All ratios and rpm values are relative to input speeds from the HP rotor and, for
the N1 speed sensor, the LP rotor as follows:
|
3. Approved Fuels
A. Use of Approved Fuels
| (1) | The fuels specified in Table are recommended by P&WC. Airworthiness authorities normally require operators to follow these recommendations unless alternative fuels have been agreed between the operator and P&WC and approval by the operators airworthiness authority. |
| (2) | The fuels recommended have been substantiated by P&WC specifications and are Transport Canada approved. |
| (3) | The fuel properties specified in Table are the minimum requirements that are accepted for use. As these properties only meet minimum engine requirements, the list is not intended for use as a purchase specification for procurement of fuel for P&WC commercial engines. Rather, it is intended to allow operators to include minimum approved fuel requirements for P&WC engines in conjunction with other functional requirements when formulating their own procurement specification or judging the acceptability of fuels manufactured to other national specifications that exist throughout the world. |
| (4) | Technical requirement tests shall be performed, in accordance with the latest issue of the listed American Society for Testing and Materials (ASTM) test methods. |
B. High Temperature Stability
| (1) | The Jet Fuel Thermal Oxidation Tester (JFTOT), ASTM D3241, will be used to test thermal
stability. Maximum filter pressure change must be 1.0 inch Hg (25.4 mm Hg) and tube
deposit must be less than Code 3 at the following conditions as defined in ASTM D3241:
|
C. Quality
| (1) | The results from the 500°F (260°C) control temperature test (Ref. Subpara. ), must be reported by the refiner on all fuel analysis reports. |
| (2) | Fuel shall consist solely of hydrocarbon compounds except as otherwise specified herein. It shall be clear and free of undissolved water, sediment, and suspended matter, and shall be suitable for use in aircraft turbine engines. |
| (3) | The odor of the fuel shall not be nauseating or irritating. No substances of known dangerous toxicity under usual conditions of handling and use shall be used. |
| (4) | Fuel that contain dissolved metals is not usable. |
D. Additives
| (1) | One or a combination of the following oxidation inhibitors may be added to the basic
fuel in total concentration not more than 24 mg/l (0.025 g/l) to prevent formation
of gum.
|
| (8) | The following additives in addition to the oxidation inhibitors listed above are acceptable
for use in engine fuel subject to the limitations stated.
|
E. Acceptable Fuels (Unrestricted Use)
| (1) | Fuels listed in Table comply with P&WC specifications and are approved for unrestricted use in PW300 engines.
|
4. Approved Oils
A. General
NOTE: P&WC does not recommend the casual mixing of different brands or types of oil. If
oil mixing is necessary, refer to the related text below, Chapter 72-00-00, Engine - Servicing and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
| (1) | Refer to 05-20-00, SCHEDULED MAINTENANCE CHECKS for oil drain interval and 72-00-00, SERVICING for oil system servicing. |
| (2) | Major factors affecting oil deterioration over time are engine mechanical condition, climatic, atmospheric and environmental conditions, dust and sand ingestion during take-off/landing modes and engine utilization. |
| (3) | Oil System Servicing
|
B. Approved Oils
| (1) | 5 Centistoke Oils
|
CAUTION: WHEN CHANGING FROM AN EXISTING LUBRICANT FORMULATION TO A “THIRD GENERATION” LUBRICANT
FORMULATION (SEE TABLE ), P&WC STRONGLY RECOMMENDS THAT SUCH A CHANGE SHOULD ONLY BE MADE WHEN AN ENGINE
IS NEW OR FRESHLY OVERHAULED.
| (3) |
Third Generation Oils
|
| (5) | Other Oils
|
ENGINE - GENERAL - FAULT ISOLATION 1
1. General
Fault Isolation is divided into nine sections, as follows:
| Name | Number |
| ENGINE - GENERAL | FAULT ISOLATION 1 |
| STARTING PROBLEMS | FAULT ISOLATION 2 |
| OPERATING PROBLEMS-1 | FAULT ISOLATION 3 |
| OPERATING PROBLEMS-2 | FAULT ISOLATION 4 |
| LUBRICATION PROBLEMS | FAULT ISOLATION 5 |
| FADEC FAULT CODES 2 TO 5 | FAULT ISOLATION 6 |
| FADEC FAULT CODES A TO G | FAULT ISOLATION 7 |
| FADEC FAULT CODES H TO P | FAULT ISOLATION 8 |
| FADEC FAULT CODES Q TO Y | FAULT ISOLATION 9 |
Cleaning procedures must be done on each of the wiring harness connectors every time
the individual connector is disturbed (Ref. 70-00-00 Cleaning).
CaseBank Technologies SpotLight® services are available for use in conjunction with
the Fault Isolation instructions detailed in the fault isolation section of this Maintenance
Manual. Revisions to the approved data contained in the SpotLight® knowledgebase,
and identified by revision date, will be incorporated as they are approved and may
appear prior to revision of this Maintenance Manual.
5. MFD Code Summary
A. Description
| (1) | Table lists the MFD codes with their related faults, and shows if the fault isolation instructions
are found in the engine maintenance manual (EMM), or the aircraft maintenance manual
(AMM), or both.
NOTE: If a QE fault occurance is a result of pilot training or aircraft testing in which
a commanded shutdown in the air is intentional, then no maintenance action is necessary.
|
6. Electronic Engine Control (EEC)
A. Procedure
CAUTION: SWITCH OFF EEC ELECTRICAL POWER AND SWITCH ON MAINTENANCE TEST DISCRETE (REF. A.M.M.)
BEFORE REMOVING OR INSTALLING ANY ELECTRICAL CONNECTOR
NOTE: Cleaning procedures must be done on each of the wiring harness connectors every
time the connector is disturbed (Ref. 70-00-00 Cleaning).
| (1) | All EEC fault isolation and corrective action procedures are to be done with the aircraft on the ground only. |
| (2) | All resistance values contained within the corrective action procedures are defined to cover an ambient temperature range of -55°C to +80°C. |
| (3) | The resistance of an electrical circuit varies directly as a function of temperature. If a high resistance value is measured for a cold component on a cold day, but is acceptable according to the Fault Isolation Table, it is possible that when the engine is hot, the component resistance will be high enough to cause a fault. |
| (4) | Inspect pin and socket ends for corrosion, contamination or damage when connectors are removed. |
| (5) | All recycling of EEC 28 VDC aircraft power is required with engine(s) not running. |
| (6) | Clean electrical connectors using trichloroethane. |
| (7) | Do all chromel and alumel thermocouple harness checks as follows:
|
||||||||||||||||||||||||||
| (15) | All EEC fault isolation and corrective action procedures are based on treating each fault as a single fault occurrence. |
| (16) | An EEC intermittent fault is a fault which occurs more than once for every two flight legs. |
| (17) | For flight legs with more than one fault occurrence, troubleshoot faults with numerically prefixed MFD fault codes first. |
| (18) | If multiple fault codes occur, check for loose or dirty electrical connectors and rectify as required. Check if fault codes have cleared before proceeding with EEC removal. |
| (19) | Complete the following information sheet and ship with each EEC returned (Ref. Fig. ). |
9. Major Code (LRU) Categories
A. Description
| (1) | The prefix or first number or letter of each MFD code designation represents a specific LRU. The EEC is designated by LRU codes 1 through 9. Engine interfaces are designated by LRU codes A through N and W. Airframe interfaces are designated by LRU codes P through T and V. |
| (2) | LRU system includes all components which comprise the system, ie: the T45 system includes EEC, main engine harness, rear core harness, junction box and probe harness. |
| (3) | Table lists major code LRU categories. |
ENGINE - SERVICING
1. General
A. This section contains the servicing procedures applicable to the engine. The
procedures are sub-divided to cover four main topics: Oil System Servicing, Preparation
for Service or Storage, Preservation/Depreservation and Removal/Installation from/in
Maintenance Stand.
B. Oil system servicing involves oil level checks, replenishing, draining, flushing
and refilling.
C. Preparation of the engine for service or storage involves removal or installation
of the engine from its shipping container. Preservation/depreservation covers protection
of the engine and the engine oil and fuel systems.
2. Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC03-001 | Oil, Engine Lubricating |
| PWC05-063 | Steel, Strapping |
| PWC05-069 | Tape, Pressure Sensitive Adhesive |
| PWC05-070 | Tape, Pressure Sensitive Adhesive |
| PWC05-077 | Oil, Preservative |
| PWC05-089 | Lockwire |
| PWC06-004 | Compound, Antiseize |
| PWC11-027 | Solvent |
| PWC15-011 | Inhibitor, Rust (External Engine Cold Section) |
| PWC15-011A | Inhibitor, Rust (External Engine Cold Section) |
| PWC15-015 | Compound, Corrosion Preventative (Water Displacing) |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC37728 | Puller |
|
| PWC40453 | Stand, Build | Alternate to PWC66300 |
| PWC43172 | Puller |
|
| PWC60181 | Strap |
|
| PWC61969 | Cable, GBS Download | (See NOTE 1 and NOTE 2) |
| PWC63469 | Bracket, Upper Arm | Replaces PWC60839 |
| PWC63470 | Bracket, Lower Arm | Replaces PWC60838 |
| PWC66103 | Puller |
|
| PWC66106 | Sling |
|
| PWC66300 | Stand | Obsolete - replaced by PWC40453 |
| PWC90191 | Adapter, USB to RS 232 | (See NOTE 1 and NOTE 2) |
|
NOTE: 1. Ref. INTRODUCTION for more details.
|
||
|
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately
through all tooling suppliers.
|
||
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name | Remarks |
|---|---|
| 3072681, DPHM Kit | (See NOTE) |
NOTE: Ref. INTRODUCTION for more details.
5. Oil System Servicing
CAUTION: DURING ALL OIL SYSTEM SERVICING, MAKE SURE EQUIPMENT AND CONTAINERS USED ARE ABSOLUTELY
CLEAN. TAKE CARE TO PREVENT INGRESS OF ANY MATTER WHICH COULD CAUSE CONTAMINATION.
NOTE: P&WC does not recommend the casual mixing of different brands or types of oil. If
oil mixing is necessary, refer to Chapter 72-00-00, Description and Operation and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
A. General
For lubricating oil specifications, refer to Chapter 72-00-00, Description and Operation.
Recommendations for oil change intervals are based on the performance of specific
brands and types of oil, specific engine models and operating criteria. General oil
change intervals may be extended periodically and will be reflected by revisions to
Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
Permission for extension of oil drain intervals may be granted to operators through
monitoring programs conducted by most major oil companies which have been approved
by Pratt & Whitney Canada. Chapter 72-00-00, Description and Operation will be revised accordingly to include newly approved oils.
In cases where oils approved by P&WC are not available and other oils have to be substituted,
an operator must obtain prior approval or recommendations for use of such oil from:
|
Pratt & Whitney Canada
1000 Marie-Victorin Blvd.
Longueuil,
Quebec
Canada
J4G 1A1
Attention: Customer Support
|
B. Replacement of Oil with a Different Approved Brand
| (1) | If replacing an oil listed in Table 12 (Ref. Chapter 72-00-00, Description and Operation, Table 12, Approved Lubricating
Oils - PWA521, Type II (5 Centistokes) with another oil also listed in Table 12, continue as follows:
|
| (3) | If replacing an oil listed in Table 12, with an oil listed in Table 13 (Ref. Chapter 72-00-00, Description and Operation, Table 13, Approved Lubricating
Oils - PWA521, Type II (5 Centistokes) “THIRD GENERATION”), or replacing an oil listed in Table 13, with an oil listed in Table 12, continue
as follows:
|
| (11) | If oils of different brands or viscosities are accidentally combined, continue as
follows:
|
| (22) | It is recommended that operators wishing to monitor oil quality, should establish a program in collaboration with their oil supplier/manufacturer. |
C. Blue Oil Dye
| (1) | This dye (PWC05-372) may be added to any P&WC approved lubricating oil on a one time basis when filling the system. The dye improves sight glass visibility and aids in the detection of oil leaks. |
| (2) | Use 0.122 - 0.171 milliliters per liter, or 0.462 - 0.647 milliliters per U.S. gallon of oil. The maximum concentration must not exceed 0.171 milliliters per liter, or 0.647 milliliters per U.S. gallon. |
| (3) | The dye is blue in color, however, when mixed with some oils which are yellow in color, the result may be green colored oil. |
D. Oil Analysis
| (1) | Before obtaining an oil sample to analyze, start the engine and run until oil temperature is 70°C (158°F) minimum. Shutdown the engine. |
| (2) | If the Total Acid Number (TAN) is above 2.0, or water content is more than 800 parts
per million, either by weight or by volume, continue as follows:
|
E. Oil Level Check
CAUTION: DO NOT ADD OIL ABOVE “MAX” ON THE SIGHT-GLASS, BECAUSE A LARGE QUANTITY OF OIL VAPOR
CAN BE LOST DURING ENGINE RUNNING, AND FALSE “OIL LEVEL LOW L-R” EICAS MESSAGES CAN
BE DISPLAYED. IF THE OIL LEVEL IS ABOVE “MAX”, DRAIN SOME OIL BEFORE STARTING THE
ENGINE.
NOTE: 1. P&WC does not recommend the casual mixing of different brands or types of oil.
If oil mixing is necessary, refer to Chapter 72-00-00, ENGINE, GENERAL - DESCRIPTION AND OPERATION and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
NOTE: 2. If possible, check the oil level after 10 minutes and within 20 minutes of engine
shutdown, do the hot check procedure (Ref. Step , below). This will decrease the possibility of overfilling, due to oil expansion
at operating temperature or oil transfer to the AGB during periods of inactivity,
and will also give more accurate oil consumption data. If the oil level check is not
possible within 20 minutes, do the cold check procedure (Ref. Step , below). If no oil level is visible, do the no oil visible procedure (Ref. Step , below).
NOTE: 3. If external oil leakage or high oil consumption is suspected, troubleshoot and
repair (Ref. 72-00-00, FAULT ISOLATION -1) before adding oil.
NOTE: 4. Due to installation pitch and roll, and internal clearances, each engine will
"find its own level" and will consume less oil if it is maintained at or below that
level. Note that an oil level between “MIN” and “MAX” is serviceable for continued
operation to the next scheduled oil level check.
| (1) | Hot Check: Do the oil level check after 10 minutes and within 20 minutes after engine
shutdown, as follows:
|
| (10) | Cold Check: Do the oil level check after more than 20 minutes after engine shutdown,
as follows:
|
| (17) | No Oil Visible: If oil level is not visible in the sight glass oil level indicator
and/or the aircraft has not been used for an extended period, proceed as follows:
|
NOTE: 1. Recommendations for oil change intervals are based on the performance of specific
brands and types of oil, specific engine models and operating criteria. General oil
change intervals may be extended periodically and will be reflected by revisions to
Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
NOTE: 2. Permission for extension of oil drain intervals may be granted to operators through
monitoring programs conducted by most major oil companies which have been approved
by Pratt & Whitney Canada. Chapter 72-00-00, DESCRIPTION AND OPERATION will be revised accordingly to include newly approved oils.
| (1) | Place suitable containers or drip pan under engine. |
| (2) | Remove oil filler cap. |
| (3) | Remove nuts (11) and washers (12). |
| (4) | Remove cover (13), located on pressure oil pump body, with puller (PWC43172). |
| (5) | Remove and discard preformed packing (10). |
| (6) | On Pre-SB25088 engines, proceed as follows:
CAUTION: DO NOT REMOVE PLUG (14) TO DRAIN THE OIL FROM THE AGB, AS THIS COULD DAMAGE THE
AGB HOUSING.
|
| (9) | On Post-SB25088 engines, proceed as follows:
|
| (1) | Lubricate new preformed packing (10) with engine oil (PWC03-001), install on cover (13) and insert cover into oil pump housing . |
| (2) | Install washers (12) and nuts (11). Torque nuts 23 to 26 lb.in. (2.6-2.9 Nm), two places. |
| (3) | On Pre-SB25088 engines, proceed as follows:
|
| (5) | On Post-SB25088 engines, proceed as follows:
|
| (9) | Remove oil filter cover and withdraw element (Ref. Chapter 79-20-01). |
| (10) | Replace oil filter element if necessary (Ref. Chapter 79-20-01). |
| (11) | Fill cover with specified clean oil, fit new preformed packings and install cover on engine. |
| (12) | Refill oil tank with specified clean oil. |
| (13) | Record the type and brand of oil used in the engine logbook. |
| (14) | Start engine (Ref. Chapter 71-00-00 POWER PLANT - ADJUSTMENT/TEST) and run at stabilized IDLE for fifteen minutes. |
H. Oil System Flushing
| (1) | If an engine is to be operated with an oil brand or type which differs from that on
which it previously operated, or if the oil system has been contaminated by other
than metallic matter, flush the system as follows:
|
| (1) | Remove chip detector (1) from chip detector valve housing (4) in accessory gearbox.
Remove and discard preformed packings (2 and 3).
NOTE: 1. The chip detector is a two part, self closing type, mounted in an adapter secured
to the accessory gearbox. It is not normally necessary to remove the detector valve
housing (4) and adapter (7). If necessary, remove adapter with puller (PWC37728)
NOTE: 2. Do not clean magnetic plug prior to inspection.
|
| (2) | Inspect the magnetic chip detector (1) and chip detector housing (4) for metal particles.
If metal particles are not present, proceed to step . If metal particles are found, refer to Chapter 79-20-01, Debris in Oil System Inspection.
|
6. Preparation for Storage and Service
A. Shipping Container
| (1) | Description
|
| (4) | Humidity Control
|
| (7) | Refer to Table for fiberboard shipping container data. |
B. Precautions
| (1) | When an engine is to be removed from or installed in a fiberboard container, the
following precautions must be taken:
|
NOTE: Adjust lifting-eye of sling to ensure horizontal lift.
CAUTION: IF ENGINE IS DROPPED RETURN ENGINE TO AN APPROVED OVERHAUL FACILITY.
| (1) | Cut and remove strapping (1, Fig. ) from around fiberboard container, retain corners (2) remove cover (3) and sleeve (4) from base (5). |
| (2) | Cut protective envelope (6) and expose top of engine. |
CAUTION: NEVER USE ENGINE SLING AND LIFTING BRACKETS TO LIFT AN ENGINE THAT IS STILL ATTACHED
TO SKID BASE.
| (3) | Install sling (1, Fig. ) (PWC60248) or (PWC66106), and attach yoke to two lifting brackets (2) at front flange of intermediate case (Flange B). Attach yoke to rear lifting brackets (3), on Flange E. |
CAUTION: LIFT ENGINE SQUARELY OUT OF THE CONTAINER. IF REQUIRED ADJUST THE SLING.
| (4) | Lift engine enough to remove four bolts (10) and washers (11), from LH front engine support (12). |
| (5) | Remove cotterpin (9), washer (8) and pin (4) and remove support (12) away from engine. |
| (6) | Remove lockwire and remove quick-release pin (13) from support (18). |
| (7) | Remove lockwire and two quick-release pins (26) from rear supports (20). |
CAUTION: DO NOT ALLOW ENGINE TO CONTACT ANY PART OF SHIPPING CONTAINER WHEN LIFTING ENGINE.
| (8) | Raise engine clear of skid and base assembly. |
| (9) | Remove envelope containing engine log book and relevant records from folding box on skid assembly. |
| (10) | Move skid assembly away from engine. |
| (11) | Remove front RH and LH mount brackets (7 and 19) from intermediate case. |
| (12) | Post-SB25077: Remove safety cover (27). |
| (13) | If engine is to be installed in an aircraft determine if engine is to be LH or RH installation. |
| (14) | Relocate oil filler neck (Ref. Para. ) if necessary. |
| (15) | Relocate engine mounts and mount pad covers (Ref. Para. ) if necessary. |
| (16) | Relocate rear engine mount (Ref. Para. ) if necessary. |
D. Reactivation of Desiccant and Humidity Indicator
| (1) | Place bags of desiccant and humidity indicator in a suitable oven controlled at 121°C (250°F). The humidity indicator may be removed when an all blue color has been attained. The desiccant bags should remain in the oven for two hours minimum. |
| (2) | Allow oven to cool to room temperature (approximately 22°C (72°F )) and then remove bags and indicator as applicable. |
| (3) | Immediately place desiccant bags in airtight polyethylene envelopes. Exclude all
air and heat-seal envelopes.
NOTE: Desiccant bags must be removed from polyethylene bags prior to installation in shipping/storage
container.
|
CAUTION: MAKE SURE THAT OIL HAS BEEN COMPLETELY DRAINED FROM ENGINE.
| (1) | Ensure that cradle and skid base are serviceable and that a new or serviceable fiberboard sleeve, plywood sides and lid are available. |
| (2) | Make sure that the interior of the protective envelope is fully clean and there is no damage. If necessary, install a new envelope. |
| (3) | Check condition of attaching hardware (if required use new hardware). |
CAUTION: DO NOT USE STANDARD COMMERCIAL HARDWARE TO SECURE ENGINE SUPPORT BRACKETS TO ENGINE
OR CONTAINER. USE OF HARDWARE OF LOWER STRENGTH THAN SPECIFIED COULD CAUSE SERIOUS
ENGINE DAMAGE DURING SHIPPING.
| (4) | Refer to Para. for hoist capacities. |
| (5) | Apply anti-seize compound (PWC06-004) on threads of the bolt (29) that attach the nose cone cover and strap support plate assembly to fan case (Ref. Section F-F). |
| (6) | Install the nose cone cover (28) on the fan case with bolts (29), washers (30) and nuts (31). Torque the bolts (29) 27 to 30 lbf.in. (3.1-3.3 Nm). |
| (7) | Make sure all shipping covers are installed on engine. |
| (8) | Place engine log book, log sheets and other relevant papers to be shipped with engine, in a waterproof envelope and seal with pressure sensitive tape (PWC05-069). Place this material in box and place in shipping container. Secure with pressure sensitive tape. |
| (9) | Raise engine using sling (PWC66106) (1). |
| (10) | Post-SB25077: Make sure safety cover (27) is installed. |
| (11) | Remove LH or RH mount pad cover as applicable, and install LH and RH mount brackets (7 and 19) on intermediate case using four bolts (5) and washers (6) supplied. Tighten 350 to 475 lb.in. (48.0-53.7 Nm) and install lockwire (PWC05-089). |
| (12) | Assemble LH front engine support (12) to LH mount bracket (7) on intermediate case, using pin (4), washer (8) and cotterpin (9). |
| (13) | Install adjustable rods (21) on lugs of exhaust case using pins (24), washers (23) and cotterpins (22). |
| (14) | Install humidity indicator (Ref. IPC) into envelope such that it can be aligned with window in container sleeve. |
CAUTION: USE CARE TO ENSURE FUEL/OIL HEAT EXCHANGER IS NOT DAMAGED WHEN INSTALLING ENGINE
IN CRADLE.
| (15) | Lower engine into cradle. |
| (16) | Attach LH front engine support (12) to cradle with four bolts (10) and washers (11). Tighten 720 to 800 lb.in. (80-90 Nm). |
| (17) | Install quick release pin (13) to secure RH front support and install lockwire (PWC05-089). |
| (18) | Adjust length of adjustable rods (21) as necessary to locate in rear engine supports (20). |
| (19) | Verify proper thread engagement of adjustable rods by inserting a piece of lockwire (PWC05-089) into inspection holes. The wire must not pass through. |
| (20) | Tighten nut (25), if rods were adjusted, 275 to 300 lb.in. (32-34 Nm). |
| (21) | Install quick release pins (26) in rear engine supports (20) and install lockwire (PWC05-089). |
| (22) | Disconnect sling from engine. |
| (23) | Tie 12 bags of desiccant (Ref. IPC) to the engine, evenly distributed along length of engine. |
| (24) | Evacuate and heat seal engine envelope. Fold envelope to align humidity indicator (Ref. IPC) with window on fiberboard container. |
| (25) | Install fiberboard sleeve over engine. Close and seal sleeve flaps with pressure sensitive tape (PWC05-070). |
| (26) | Install fiberboard cover and seal with pressure sensitive tape (PWC05-070). |
| (27) | Strap container with two horizontal and three vertical sets of ¾ inch steel strapping (PWC05-063) and fit 20 corners, as applicable. |
7. Preservation/Depreservation
A. General
NOTE 1: The following preservation/depreservation requirements are highly recommended.
The non-compliance to these procedure for a subject engine requires a review of circumstances
and engine condition by P&WC before returning the engine in service. Depending on
circumstances, recommendations aimed at ensuring serviceability of the engine, may
range from a field-level work scope to an engine shop.
NOTE 2: The review of the circumstances will require the operator to provide a letter
or other documents to the Customer First Center containing the following information
for each engine:
| 1. | Customer and/or operator, |
| 2. | Engine type and S/N, |
| 3. | Engine TTSN and TCSN, |
| 4. | Average daily usage before engine preservation, |
| 5. | Geographical area where the engine has operated before preservation, |
| 6. | Type of preservation schedule (If any), |
| 7. | Atmospheric conditions in which the engine was stored (air temperature, relative humidity), |
| 8. | Details on how the engine was preserved or if was not preserved at all, |
| 9. | Elapsed time after engine preservation limit, |
| 10. | Any other information susceptible of determining the condition of the engine. |
Fuel system preservation can only be done when the engine is installed on the aircraft
(or test cell), because activation of the metering valve in the HMU can only be achieved
by a powered up EEC. It is therefore recommended that any engine that will be removed
from the aircraft for heavy maintenance, with the possibility of being returned to
an overhaul facility, be preserved in accordance with the procedure below.
The procedure to be followed for the preservation of engines in service depends on
the period of inactivity and whether or not the engine may be rotated during the inactive
period (engines installed in aircraft only). The expected period of inactivity should
be established and reference made to the Engine Preservation Schedule.For engines
inactive for more than 28 days preservation done must be recorded in the engine log
book and on tags secured to the engine.
An engine can be stored outdoors for up to 14 days or in a hangar for up to 28 days
with standard engine covers. No engine log book entry is required. Standard engine
covers must be installed as soon as practical when the aircraft is parked to prevent
excessive wind milling, ingress of foreign objects and formation of water/ice.
A hangar is defined as an enclosed area that will protect the aircraft/engines from
the elements and is not susceptible to rapid temperature fluctuations.
Standard engine and power plant covers and plugs will not provide an appropriate seal
to practically maintain a consistent humidity of 40% with desiccants for extended
periods of time. Special storage equipment (example - foil cover) may be required
that provides a sealed environment, observation windows, prevent water ingress and
make sure adequate water drainage can take place. These are readily made or are available
from third party suppliers.
It is important, but not mandatory, that a desalination wash (Ref. Chapter 71-00-00,
POWERPLANT - CLEANING) must be done before storage if the engine has been exposed
to salt laden environment without a subsequent wash. Make sure that the engine is
dried completely with an engine run with aircraft bleeds closed before storage.
B. Preservation
NOTE: 1. The best method to maintain an engine is to run it at least once every 14 days
between GI and 80% power until the oil temperature reached minimum of 70°C (158°F)
for 10 minutes. These engine runs must be logged in the engine log book. For engines
inactive for more than 14 days follow the preservation schedule below.
| (1) | The following engine preservation schedule lists procedures to be followed:
CAUTION: UNDER NO CIRCUMSTANCES SHOULD PRESERVATIVE OIL BE SPRAYED INTO COMPRESSOR OR TURBINE
ENDS OF ENGINES. DIRT PARTICLES DEPOSITED ON BLADES AND VANES COULD ADHERE AND ALTER
THE AIRFOIL SHAPE, ADVERSELY AFFECTING ENGINE EFFICIENCY.
|
| (7) | Carry out preservation of engine fuel system (engine inactive for more than 28 days)
as follows:
CAUTION: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGN MATERIAL FROM BEING DRAWN INTO ENGINE
FUEL SYSTEM. EQUIPMENT MUST BE SUPPLIED WITH SUITABLE FILTERS NO COARSER THAN 10
MICRON RATING.
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.
|
C. Depreservation
| (1) | Depreservation Schedule
|
| (6) | For engines preserved for 91 days and over, replace the following AGB seals.
|
| (7) | Depreservation Procedure
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.
|
| (15) | Do engine ground run checks 1, 2 and 3 (Ref. 71-00-00, POWERPLANT - ADJUSTMENT/TEST).
NOTE: For engine inactive for more than 91 days, run the engine for 25 minutes, starting
with five minutes at idle, followed by five minutes at 80%, five minutes at 70%, five
minutes at 60% and ending with five minutes at idle. Check for oil leakage and oil
consumption.
|
D. Regular Operation as Alternative to Preservation of Inactive Engines
| (1) | For engines installed on aircraft, running the engine once in two weeks (14 days) is an acceptable alternative to avoid the preservation procedure given above. This prevents stagnation of fuel in the fuel system, reduces humidity and condensation accumulation in the oil system. |
| (2) | For engines installed on aircraft, running the engine every 28 days for period of
six month or more will require the following maintenance activities before returning
to active services.
|
8. Removal/Installation of Engine from/in Airframe
A. Removal
| (1) | If engine will be inactive for 29 to 90 days, or is being sent for overhaul, preserve
fuel system (Ref. Para. ).
NOTE: If engine is being removed for installation into another aircraft, or moved from
one side of an aircraft to the other, fuel system preservation is not necessary.
|
| (2) | Drain oil system (Ref. Para. ). |
| (3) | Download EDU data with GBS cable (PWC61969), PW30X Transfer Module P/N 30B2977 (Ref. 77-40-01, ENGINE DIAGNOSTIC UNIT (EDU) - MAINTENANCE PRACTICES). |
| (4) | Remove the powerplant from the airframe (Ref. AMM). |
| (5) | Remove equipment from engine (Ref. AMM). |
| (6) | Install engine in storage container (Ref. Para. ) or maintenance stand (Ref Para. ) as applicable. |
| (7) | If engine is being stored in a container, complete preservation according to preservation schedule (Ref. Para. ) |
B. Installation
| (1) | Remove engine from storage container (Ref. Para. ) or maintenance stand (Ref Para. ) as applicable. |
| (2) | Build up powerplant (Ref. AMM). |
| (3) | Install powerplant in airframe (Ref. AMM). |
| (4) | Depreserve engine fuel system (Ref. Para. ) if necessary.
NOTE: If engine was removed for installation into another aircraft, or moved from one
side of an aircraft to the other, fuel system depreservation is not necessary.
|
| (5) | Load aircraft S/N and engine position, LH or RH, into EDU with GBS cable. |
| (6) | Do engine checks 1, 2 and 3. |
| (7) | Check engine oil level and replenish as necessary (Ref. Para. ). |
| (8) | Check engine for oil and fuel leaks. |
| (9) | Do engine Check No. 4 (Ref. Chapter 71-00-00, ADJUSTMENT/TEST). |
9. Removal/Installation of Engine from/in Maintenance Stand
| (1) | Install sling (PWC66106), straps (PWC60181) and chain hoist on the engine and take up the weight. |
CAUTION: DO NOT LET ENGINE CONTACT ANY PART OF ENGINE STAND WHEN RAISING.
| (2) | Remove four bolts (4) from lower support bracket (PWC63470) and four bolts (5) from upper support bracket (PWC63469) and remove the engine. |
| (3) | If engine is to be installed in an aircraft determine if engine is to be LH or RH installation. |
| (4) | Relocate oil filler neck (Ref. Para. ) if necessary. |
| (5) | Relocate engine mounts and mount pad covers (Ref. Para. ) if necessary. |
| (6) | Relocate rear engine mount (Ref. Para. ) if necessary. |
| (1) | Make sure the wheels on stand (1) (PWC66300) or (PWC40453) are locked. |
CAUTION: DO NOT LET ENGINE CONTACT ANY PART OF ENGINE STAND WHEN LOWERING.
| (2) |
Lift the engine with sling (PWC66106), straps (PWC60181) and chain hoist and position on maintenance stand (1) (PWC66300) or (PWC40453).
NOTE: Bolts (6 and 7) on support brackets (2) and (3) must be finger tight.
|
| (3) | Install lower support bracket (2) (PWC63470) with four bolts (4). Tighten finger tight. |
| (4) | Install upper support bracket (3) (PWC63469) with four bolts (5). Tighten finger tight. |
| (5) | Torque bolts (4, 5, 6 and 7) 275 to 300 lb.in. (31-33 Nm). |
| (6) | Remove the sling. |
10. Conversion of Engine for LH or RH Installation
NOTE: Left hand or right hand installation of the engine on the aircraft may require relocation
of the following hardware.
CAUTION: WHEN RELOCATING OIL FILLER NECK FROM ONE SIDE TO THE OTHER, IT IS VERY IMPORTANT
THAT THE OIL LEVEL SENSOR BE POSITIONED PROPERLY, APPROXIMATELY 25° AFT, TO AVOID
DAMAGE FROM ADJACENT AIRFRAME STRUCTURE
| (1) | Drain oil (Ref. Para. , ) until it is below level of filler neck connection at intermediate case. |
| (2) | Remove tube coupling nuts from elbow (1). |
| (3) | Remove bolts (5) fastening the vent tube (2) to the pressure indicator housing (7). |
| (4) | Remove nut (32) and bolt (4), fastening loop clamp (3) to bracket (30). |
| (5) | Remove vent tube (2). Remove and discard preformed packing (6). |
| (6) | Remove filler cap (10). Remove and discard preformed packing (11). |
| (7) | Remove nut (31), bracket (30), washer (29) and bolt (28) from flange C. Remove nut, washers and bolt from similar location on the other side of the engine, approximately 1 o'clock, and install in hole vacated by removal of bolt (28). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm). |
| (8) | Remove bolt (9) fastening bracket (8) and pressure indicator housing (7) to flange. Remove bolt and washer from similar location, approximately 2 o'clock, on other side of the engine, and install bolt and washer in hole vacated by removal of bolt (9). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (9) | Pre-SB25164 or Pre-SB25206:
|
| (12) | Post-SB25164 or Post-SB25206:
|
| (17) | Remove bolts (22) fastening bottom of filler neck (14) to case. |
| (18) | Pre-SB25164 or Pre-SB25206: Remove bolts (16) and bracket (15). Remove filler neck (14). |
| (19) | Post-SB25164 or Post-SB25206: Remove bolts (16), bracket (15) and bracket (35). Remove filler neck (14). |
| (20) | Remove bolts (19), washers (18) and blanking plate (17) from the similar location on the other side of the engine, approximately 3 o'clock, and install in spot vacated by removal of filler neck (14). |
| (21) | Remove bolts (24), washers (25) and cover (26) from the similar location on other side of the engine, at approximately 5 o'clock. Remove and discard preformed packing (27). |
| (22) | Lubricate new preformed packing (27) with engine oil (PWC03-001), and install on cover (26). |
| (23) | Install cover (26) with washers (25) and bolts (24), in spot, approximately 8 o'clock, vacated by removal of filler neck. Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (24) | Pre-SB25164 or Pre-SB25206:
|
| (28) | Post-SB25164 or Post-SB25206:
|
| (34) | Position bracket (8) and pressure indicator housing (7) on flange C with bolt (9). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (35) | Lubricate new preformed packing (6) with engine oil (PWC03-001), install on vent tube (2) and install tube on the pressure indicator housing (7) with two bolts (5). Torque bolts (5) 24 to 36 lb.in. (2.7-4.1 Nm). |
| (36) | Pre-SB25164 or Pre-SB25206: Torque bolts (13) 24 to 36 lb.in. (2.7-4.1 Nm). |
| (37) | Post-SB25164 or Post-SB25206: Torque bolts (5, 37 and 41) to 36 - 40 lb.in. (4.1-4.5 Nm). |
| (38) | Lubricate preformed packing (11) with engine oil (PWC03-001) and install on filler cap (10). |
| (39) | Install filler cap (10). |
| (40) | Install elbow (1) on tube, and reposition to connect vent tube (2) . Torque coupling nuts 90 to 100 lb.in. (10-11 Nm) and install lockwire (PWC05-089). |
| (41) | Install bracket (30) on flange C, approximately 1 o'clock, with bolt (28), washer (29) under head, and nut (31). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm). |
| (42) | If removed, install loop clamp (3) on vent tube (2), and fasten to bracket (30) with bolt (4) and nut (32). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm). |
| (43) | Loosen bolts (21), and turn oil level sensor (20) approximately 25° to rear. Lubricate bolts (21) with engine oil (PWC03-001). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (44) | Replenish oil (Ref. Para. , ) |
| (1) | Remove engine mounts from the one and four o'clock position, RH side or the ten and eight o'clock position, LH side, as applicable (Ref. Aircraft Maintenance Manual). |
| (2) | Remove bolts (3), washers (2) and mount pad covers (1) from the one and four o'clock position, RH side or the ten and eight o'clock position, LH side as applicable. |
| (3) | Install engine mounts at the one and four o'clock position or the ten and eight o'clock position as applicable (Ref. Aircraft Maintenance Manual). |
| (4) | Lubricate bolts (3) with engine oil (PWC03-001). |
| (5) | Install mount pad covers (1) with washers (2) and bolts (3) at the one and four o'clock positions, or the ten and eight o'clock positions as applicable. |
| (6) | Torque bolts (3) 36 to 40 lb. in., eight places, LH side or RH side, as applicable |
C. Rear Engine Mount
| (1) | Relocate the rear engine mount in accordance with Removal/Installation procedure (Ref. 72-70-01, MAINTENANCE PRACTICES). |
ENGINE, GENERAL - INSPECTION
1. General
A. Hot Section Inspection intervals, Engine Operating Time between Overhauls and
Periodic Inspections are summarized in Chapter 5-20-00. Detailed inspection procedures are provided, where applicable, in the relevant INSPECTION/CHECK
sections of subject chapters in this manual.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
| Item No. | Name |
|---|---|
| PWC06-009 | Antiseize Compound |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC37711 | Kit, Borescope |
| PWC43685 | Guide Tube |
| PWC61803 | Guide Tube |
| PWC62363 | Guide Tube |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Everest Digital Borescope - Model PXDL-515 (or equivalent from another manufacturer) |
| or |
| Everest Digital Borescope - Model PXDL-420 (or equivalent from another manufacturer) |
| Side Viewing Lens - P/N PXT480SG (or equivalent from another manufacturer) |
5. Corrosion
High temperature alloy corrosion may be identified as metal loss or pitting, but
more usually appears as local swelling or buildup due to greater volume occupied by
nickel oxides. These corrosion products vary in color from black to green and in
the advanced state there will be cracking and flaking, referred to as exfoliation.
Care should be taken to distinguish between corrosion buildup and possible light brown
or rust-colored deposits which are essentially harmless combustion by-products. The
latter are usually more widespread over hot section components and, while possibly
affecting performance, will not directly affect compressor mechanical integrity.
6. Engine Overtemperature
Refer to Chapter 5-10-00.
7. Engine Overspeed
Refer to Chapter 5-10-00.
8. Engine Immersion in Water
Overhaul engine.
9. Engine Dropped During Handling
Overhaul engine.
10. Hot Section Inspection (HSI)
A. General
| (1) | The HSI procedure is broken down into major tasks as listed below. The tasks are arranged in accordance with the A.T.A.100 Chapter/Section/Subject numbering system and correspond with the same numbering system in the Illustrated Parts Catalog. Special tools and consumable materials required to do each major task are listed with the appropriate section. |
| (2) | Inspection criteria for individual components which have been removed from the engine are provided in these sections. Refer to Borescope Inspection for inspection criteria of the complete engine. |
B. Summary of HSI Disassembly Procedures
| (1) | Disconnect No. 4 bearing pressure and scavenge oil tubes from exhaust case (Ref. 79-20-03 and 79-20-04). |
| (2) | Disconnect emergency fuel shut-off cable (Ref. 73-10-05). |
| (3) | Disconnect and remove T4.5 “IN” wiring harness connections from N1/T4.5 terminal box (Ref. 77-20-01). |
| (4) | Remove exhaust case (Ref. 72-50-03). |
| (5) | Remove LP turbine module (Ref. 72-50-02). |
| (6) | Remove HP turbines (Ref. 72-50-01).
NOTE: The first and second-stage HP turbines comprise a balanced assembly. Rejection of
either turbine requires that both be returned to an approved overhaul facility for
refurbishment and rebalancing, as required.
|
| (7) | Remove the first-stage HP turbine vane (Ref. 72-40-01). |
| (8) | Visually inspect the combustion chamber outer case and liner. Remove only if required by the inspection criteria. |
D. Summary of HSI Assembly Procedures
| (1) | Assemble acceptable or replaced hot section components in accordance with the appropriate Chapter/Section/Subject. |
| (2) | Install combustion chamber outer case and liner (Ref. 72-40-01). |
| (3) | Install HP turbine (Ref. 72-50-01). |
| (4) | Install LP turbine module (Ref. 72-50-02). |
| (5) | Install exhaust case (Ref. 72-50-03). |
| (6) | Install T4.5 “IN” wiring harness connections on N1/T4.5 terminal box (Ref. 77-20-01). |
| (7) | Install No. 4 bearing pressure and scavenge oil tubes on exhaust case (Ref. 79-20-03 and 79-20-04). |
| (8) | Connect N1 speed probe wiring harness to N1/T4.5 terminal box (Ref. 77-20-01). |
| (9) | Install and rig emergency fuel shut-off cable (Ref. 73-10-05). |
| (10) | Service oil system if necessary (Ref. 72-00-00, SERVICING). |
| (11) | Perform required ground checks (Ref. 71-00-00 ADJUSTMENT/TEST). |
11. Borescope Inspection
A. General
CAUTION: THE BORESCOPE IS A DELICATE DEVICE; IT IS CONSIDERED VULNERABLE TO SEVERE SHOCKS,
TWISTING AND PINCHING. CARE AND ATTENTION MUST BE EXERCISED WHEN HANDLING IT SO AS
TO PROLONG ITS SERVICE LIFE.
CAUTION: HEAT CAN SEVERELY DAMAGE FIBERSCOPE. BORESCOPE INSPECTION MUST BE ACCOMPLISHED
AFTER ENGINE HAS COOLED TO ACCEPTABLE LEVEL (NORMAL COOL DOWN PERIOD IS 40 MINUTES
FROM ENGINE SHUTDOWN). MAXIMUM SUGGESTED WORKING TEMPERATURE IS 66°C (150°F).
| (1) | The borescope is an optical device that enables an operator to perform visual inspections of the hot section and compressor areas of the engine while the engine remains installed in the airframe or at a ground handling installation, as applicable. |
| (2) | The borescope equipment has the capability to take and store digital photographs on removable media so that a record may be made of the borescope inspection. |
| (3) | Damage may be difficult to estimate through a borescope. It is therefore important that borescope inspection be performed by experienced personnel only. |
| (4) | It is recommended that a compressor wash be performed (Ref. 71-00-00) prior to carrying out a borescope inspection. |
| (5) | Rotation of the HP compressor and HP turbine for borescope inspection and AGB static
torque check can be done by removing the AGB centrifugal breather outlet and installing
a suitable hand crank with a ½ inch square drive.
NOTE: For AGB static torque check, use a standard torque wrench with ½ inch square drive.
|
| (6) | Borescope access to engine components can be achieved as outlined in Table , following: |
B. Inspection Tables
14. Variable Inlet Guide Vanes (VIGV)
NOTE: Refer also to Borescope Inspection (Ref. Para. ) and first-stage HP Compressor Blade Inspection (Ref. Para. ).
| (1) | Remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual). |
| (2) | Insert borescope probe through fan and core stators until VIGV is visible. |
| (3) | Inspect VIGV. |
| (4) | Reposition probe (Ref. Step and ) until all 29 vanes have been inspected. |
| (5) | Remove borescope. |
| (6) | Reinstall AGB breather tube (Ref. Airframe Maintenance Manual). |
15. First-stage HP Compressor Blade
| (1) | Remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual). |
| (2) | Insert borescope probe through fan and core stators. (Ref. Fig. ). |
| (3) | Feed probe through VIGV until First-stage HP compressor blade is visible. |
| (4) | Inspect compressor blade. |
CAUTION: ENSURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN COMPRESSOR BLADES BEFORE ROTATING
ENGINE.
| (5) | Rotate engine slowly (using a 1/2 inch square drive wrench inserted through AGB breather outlet) and repeat until all 23 blades have been inspected. |
| (6) | Remove borescope. |
| (7) | Reinstall AGB breather tube (Ref. Airframe Maintenance Manual). |
16. Fourth-stage HP Compressor Blade
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual). |
| (2) | Remove six bolts (1) fastening cover (2) at blanked off LP bleed port. Remove cover (2) and gasket (3), discard gasket. |
| (3) | Install guide tube (PWC61803)with bolts (1) and feed borescope probe through guide tube into third-stage HP compressor vane area. |
| (4) | Position probe such that fourth-stage HP compressor blade can be viewed.
NOTE: It is possible to view blade leading edge only.
|
| (5) | Inspect fourth-stage compressor blade. |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN COMPRESSOR BLADES BEFORE ROTATING
ENGINE.
| (6) | Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 39 blades have been inspected. |
| (7) | Remove borescope and guide tube. |
| (8) | Install cover (2) with new gasket (3) on LP bleed port, secure cover using six bolts (1). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (9) | Reinstall AGB breather tube (Ref. Airframe Maintenance Manual). |
17. Impeller Shroud
A. Borescope Inspection
NOTE: 2. Access to inspect the impeller shroud is gained through the two P2.8 Compressor
Bleed Valve ports.
| (1) | Remove P2.8 compressor bleed valves (Ref. 75-30-01). |
| (2) | Insert borescope through P2.8 compressor bleed valve port into impeller shroud area. |
| (3) | Inspect shroud from leading edge to rear case support flange 360 degrees. |
| (4) | Inspect impeller shroud for cracks.
|
| (6) | Remove borescope. |
| (7) | Install P2.8 compressor bleed valves (Ref. 75-30-01). |
18. Fuel Nozzles
NOTE: 2. The combustion chamber liner can be inspected at this time.
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
| (2) | Gain access to igniter plugs (Ref. Aircraft Maintenance Manual). |
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS
SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT LET IGNITION CABLE BRAIDING OR FERRULES ROTATE WHEN TURNING COUPLING NUTS.
| (3) |
Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
|
| (4) | Loosen coupling nuts and disconnect ignition cable (1) from ignition exciter (2) and igniter plug (3). |
| (5) | Remove igniter plug (3) and gasket (4). |
| (6) | Examine igniter plug for damage (Ref. 74-10-01). |
| (7) | Feed borescope probe through igniter boss into combustion chamber liner. Manipulate
probe until fuel nozzle is visible.
NOTE: Guide tube (PWC43685) may be used to borescope fuel nozzles. Guide tube arrow must be pointing towards
the front-top of the engine at an angle of between 45 degrees and 90 degrees.
|
| (8) | Inspect fuel nozzle for evidence of:
|
| (12) | If any of above conditions are evident, inspect all downstream areas for damage. If no downstream damage is evident, engine may continue in service with a reduced borescope frequency of 50 operating hours. |
| (13) | Repeat procedure until all 24 fuel nozzles have been inspected.
NOTE: Fuel nozzles are line replacable (Ref. 73-10-04).
|
19. Combustion Chamber Liner
A. Borescope Installation/Removal
NOTE: For engines operating on-condition Hot Section Inspection using ECTM, combustion
chamber liners require scheduled borescope inspection. Refer to Chapter 05-20-00,
Periodic Inspection.
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
| (2) | Gain access to igniter plugs (Ref. Aircraft Maintenance Manual). |
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS
SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING
NUTS.
| (3) |
Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
|
| (4) | Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3). |
| (5) | Remove igniter plug (3) and gasket (4). |
| (6) | Examine igniter plug for damage (Ref. 74-10-01). |
| (7) | Insert borescope (if available use a 5 mm borescope as this is more rigid and allows
operator to manoeuvre it inside the combustion liner) through the igniter plug opening.
Feed borescope through and inspect different areas of combustion liner.
NOTE: Guide tube (PWC43685) may be used to borescope the combustion liner. Guide tube arrow must be pointing
towards the front-top of the engine at an angle of between 45 degrees and 90 degrees.
|
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (7) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) at no more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
| (13) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) at no more than 400 Flight Hours:
|
| (16) | The following conditions require engine removal within 100 Flight Hours for the Combustion
Liner replacement:
|
20. First-stage HP Turbine Vane
A. Borescope Installation/Removal
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
| (2) | Gain access to igniter plugs (Ref. Aircraft Maintenance Manual). |
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS
SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING
NUTS.
| (3) |
Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
|
| (4) | Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3). |
| (5) | Remove igniter plug (3) and gasket (4). |
| (6) | Examine igniter plug for damage (Ref. 74-10-01). |
| (7) | Install guide tube (PWC43685) in either igniter plug boss. The guide tube arrow must be pointing toward the front of the engine and down at an angle of between 30 degrees and 45 degrees. |
| (8) | Feed borescope through guide tube until first-stage HP turbine vane segment can be viewed. |
| (9) | To inspect as many vanes as possible, guide the borescope in front of the vane leading edges and push it in CW direction. |
| (10) | Inspect the leading edge then turn the borescope tip and go in between airfoils and inspect the convex and concave surfaces and adjacent turbine shroud. |
| (11) | Repeat the inspection procedure for the next airfoil and shroud. |
| (12) | Remove borescope and guide tube. |
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (6) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) at no more than 200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
| (11) | The following conditions require engine removal within 100 Flight Hours for the First-stage
HP Turbine Vane replacement:
|
21. First-stage HP Turbine Shroud Segment
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (6) | The following conditions require engine removal within 100 Flight Hours for the First-stage
HP Turbine segment replacement:
|
22. First-stage HP Turbine Blade
A. Borescope Installation/Removal
CAUTION: HEAT CAN SEVERELY DAMAGE FIBERSCOPE. BORESCOPE INSPECTION MUST BE DONE AFTER ENGINE
HAS COOLED TO ACCEPTABLE LEVEL. NORMAL COOL DOWN PERIOD IS 40 MINUTES FROM ENGINE
SHUTDOWN. MAXIMUM SUGGESTED WORKING TEMPERATURE OF ENGINE IS 66°C (150°F).
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
| (2) | Gain access to igniter plugs (Ref. Aircraft Maintenance Manual). |
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS
SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING
NUTS.
| (3) | Disconnect both ignition exciter input connectors (Ref. Aircraft Maintenance Manual). |
| (4) | Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3). |
| (5) | Remove igniter plug (3) and gasket (4). |
| (6) | Examine igniter plug for damage (Ref. 74-10-01). |
| (7) | Install guide tube (PWC43685) in either igniter plug boss. Guide tube arrow must be pointing forward at an angle of about 10 degrees to 20 degrees up. |
| (8) | Feed borescope through vane until first-stage HP turbine blade can be viewed. |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING
ENGINE.
| (9) | Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 45 blades have been inspected. |
| (10) | If borescope inspection is conducted without P&WC assistance;
|
| (13) | Remove borescope and guide tube. |
NOTE: To view the L seal, use the Everest Digital borescope (or equivalent from another
manufacturer) fitted with a side viewing lens.
| (1) | Feed borescope through the HP turbine vane until the first-stage HP turbine blade platform can be viewed. |
CAUTION: MAKE SURE TIP OF THE BORESCOPE IS NOT ENGAGED BETWEEN THE TURBINE BLADES BEFORE
ROTATING ENGINE.
| (2) | Rotate the engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until the full circumference of the blade platform has been inspected. |
| (3) | Inspect the (Post-SB25104) L seal as follows:
|
| (1) | Inspect the Pre-SB25104 first-stage HP turbine blade airfoil, pressure side, at the TE close to the platform.
Record damage observed on worst affected airfoil.
|
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (8) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) at no more than 200 Flight Hours or 200 Cycles, whichever
occurs first (Ref. Fig. ).
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
| (15) | The following conditions are acceptable for continuing in service with a repeat borescope
inspection of affected area(s) at no more than 100 Flight Hours or 100 Cycles, whichever
occurs first. (Ref. Figs. and ):
|
| (20) | Post-SB25175 blades (Ref. Fig. ): the following damage is acceptable for continuing in service with a repeat borescope inspection of the affected area(s) at no more than 100 Hours or 100 Cycles, whichever occurs first, up to a maximum of 800 hours or cycles since the initial finding: airfoil pressure side radial crack less than 0.400 inch in length which originates near the bottom of the blade, less than 0.400 inch from the blade platform, and which propagates toward the blade tip. |
| (21) | The following conditions are acceptable for continuing in service with a repeat borescope
inspection of affected area(s) at no more than 50 Cycles or Hours, whichever occurs
first:
|
| (24) | The following conditions require engine removal within 50 Flight Hours for the First-stage
HP Turbine Blade replacement:
|
| (30) | The following conditions require immediate engine removal (Ref. Fig. ):
|
23. Second-stage HP Turbine Blade
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING
OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN
FREQUENTLY DURING REMOVAL.
| (2) | Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case. |
| (3) | Remove blanking plug (2), remove and discard seal ring (3). |
| (4) | Install guide tube (PWC62363). |
| (5) | Insert borescope through guide tube and position probe such that Second-stage HP turbine blade can be viewed. |
| (6) | Inspect Second-stage HP turbine blade. |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING
ENGINE.
| (7) | Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 45 blades have been inspected. |
| (8) | Feed probe through Third-stage LP turbine vane until Third-stage LP turbine blade is visible. |
| (9) | Inspect Third-stage LP turbine blade (Ref. Table ). |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN FIFTH-STAGE VANES BEFORE ROTATING
LP SHAFT (FAN).
| (10) | Rotate LP shaft (fan) slowly and repeat until all 76 blades have been inspected. |
| (11) | Install new seal ring (3) on blanking plug (2). |
| (12) | Install blanking plug (2) in LP turbine case. |
| (13) | Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (14) | Reinstall AGB breather tube (Ref. A.M.M.). |
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (4) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) at not more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
| (8) | The following conditions require engine removal within 50 Flight Hours for the Second-stage
HP Turbine Blade replacement:
|
24. Second-stage HP Turbine Segment
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (3) | The following conditions require engine removal in not more than 1200 Flight Hours
for the Second-stage HP Turbine segment replacement:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
25. Second-stage HP Turbine Vane Ring
| (1) | The following conditions are acceptable for continuing service with subsequent borescope
inspection at the regular interval:
|
| (4) | The following conditions are acceptable for continuing service with a repeat borescope
inspection of affected area(s) in not more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE
OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
|
| (8) | The following conditions require engine removal within 100 Flight Hours for the Second-stage
HP Turbine Vane Ring replacement:
|
26. LP Turbine Vanes
A. Borescope Installation/Removal
NOTE: 2. Access to inspect Fifth-stage Vane is through Turbine Exhaust.
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING
OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN
FREQUENTLY DURING REMOVAL.
| (2) | Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case. |
| (3) | Remove blanking plug (2), remove and discard seal ring (3). |
| (4) | Install guide tube (PWC62363). |
| (5) | Insert borescope through guide tube. Adjust guide tube and borescope probe position such that Third-stage LP turbine vane can be viewed. Repeat until all LP vane airfoils are inspected. |
| (6) | Inspect Third-stage LP turbine vane. |
| (7) | Reposition probe and inspect as many vanes as possible. |
| (8) | Install new seal ring (3) on blanking plug (2). |
| (9) | Install blanking plug (2) in LP turbine case. |
| (10) | Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (11) | Reinstall AGB breather tube (Ref. A.M.M.). |
27. LP Turbine Blades
A. Borescope Installation/Removal
NOTE: 2. Access to inspect Fifth-stage Blades is through Turbine Exhaust.
| (1) | If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual). |
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING
OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN
FREQUENTLY DURING REMOVAL.
| (2) | Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case. |
| (3) | Remove blanking plug (2), remove and discard seal ring (3). |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING
ENGINE.
| (4) | Insert borescope through access port, through Third-stage LP turbine vane until Third-stage LP turbine blade is visible. |
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN FIFTH-STAGE VANES BEFORE ROTATING
LP SHAFT (FAN).
| (5) | Rotate LP shaft (fan) slowly and repeat until all 76 blades have been inspected. |
| (6) | Install new seal ring (3) on blanking plug (2). |
| (7) | Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Reinstall AGB breather tube (Ref. A.M.M.). |
28. Low Utilization Engine Inspection
A. Low Utilization Inspection
NOTE: 1. The category 1 and 6 Service Bulletins must be considered for incorporation when
access permits it.
NOTE: 2. Do not disassemble sub-assemblies unless indicated in the workscope.
| (1) | The Low Utilization Inspection (LUI) must be performed as per the following instructions:
|
72.30 Compressor
72.30.00 Compressor Section
COMPRESSOR SECTION - DESCRIPTION AND OPERATION
The LP rotor balancing assembly and compressor inlet cone assembly are mounted on
the front end of the low compressor shaft and are housed by the fan case.
The titanium fan hub mounts 22 titanium fan blades in slots in the disk. A retaining
ring, attached to the front balance rim, retains the blades axially at the front.
The blades are retained axially at the rear by two collar segments surrounded by a
one-piece ring. The one-piece ring is secured by a retaining ring which is attached
to the rear balance rim. The assembly is balanced in two planes by the addition of
counterweights riveted to the inner diameter of the front and rear balance rims.
The balanced assembly is secured to the low compressor shaft by a cupwasher, fan retaining
nut, keywasher and retaining ring.
The aluminum compressor inlet cone mounts on the front of the fan hub with a bayonet
style arrangement. A central tie-bolt, mounted in the front of the compressor shaft
and retained by a nut, engages the front of the nose cone which in turn is secured
to the tie-rod with a drive key and bolt. The hollow tie-bolt provides the passage
for hot P2.8 air to continuously anti-ice the nose cone. Balancing is achieved by
material removal from a flange located inside the cone.
The fan case consists of a hardwall nitronic stainless steel shell, with integral
front and rear flanges. The rear flange is bolted to the intermediate case, while
the front flange provides the means of attachment for the air intake cowling. A
shrouded abradable liner of epoxy/glass microballoon composition surrounds the fan
on the case inside diameter, and a honeycomb/perforate sheet provides noise suppression
behind the fan, also on the case inside diameter.
The fan stator assemblies, which consists of concentric inner and outer stator assemblies,
divide and direct the airflow from the fan.
The inner stator (core) assembly has a single row of 48 stainless steel guide vanes
which direct the airflow through the intermediate case to the high pressure compressor.
Each inner vane incorporates anti-icing air channels which direct hot P2.8 air from
the outer support shroud cavity along the inside of the leading and trailing edges
of the vane. The anti-icing air exits from the vanes into the cavity behind the fan
disk, where it is vented into the core airflow. The inner vanes are brazed to their
outer shroud, while a silicone rubber potting compound secures the roots of the vanes
to the inner shroud. The inner stator assembly locates on the intermediate case with
a bayonet fixing on the outer shroud, and is secured to the case at the inner shroud
with six bolts.
The outer stator (bypass) assembly has a single row of 66 aluminum guide vanes, which
direct airflow to the bypass duct. The vanes are secured to an inner and outer shroud
ring with a silicone rubber potting compound, to form a one-piece assembly. The two
assemblies entrap a steel sleeve which forms a plenum for P2.8 air for anti-icing
of the inner stator vanes.
The LP compressor shaft is a one-piece steel shaft, supported by the No. 1 ball thrust
bearing at the front and No. 4 roller bearing at the rear. The balanced shaft assembly
contains an internal counterweight, riveted in place midway along the shaft. Slots
on the front end of the shaft mate with lugs on the nose cone extension, while a spline
mounts the fan balancing assembly. A spline towards the rear end of the shaft mounts
the LP turbine assembly, while a thread mounts the N1 speed sensor toothed wheel.
Air seals mounted on both ends of the shaft prevent oil leakage from the No. 1 and
4 bearing compartments. Holes in the shaft allow passage of P3 air for pressurizing
of the seals.
The No. 1 bearing compartment consists of a one piece housing assembly. The cone
shaped one piece housing fastens to the front of the intermediate case with 18 bolts
and supports the No. 1 bearing cover and housing assembly at its inner flange with
12 bolts. The bearing cover houses a carbon seal and the stationary runner of the
labyrinth air seal at the front of the No. 1 bearing and joins with the housing assembly
which supports the No. 1 bearing inner race.
The intershaft seal housing bridges the gap between the LP and HP compressor shafts
and supports two carbon seals; one at the rear of the No. 1 bearing compartment and
one at the front of the No. 2 bearing compartment. The housing connects to the intermediate
case and directs pressure oil from the case to the No. 1 and 2 bearing compartments
and P2.8 pressurizing air to the carbon seals and intershaft space.
The intermediate case assembly consists of a machined magnesium casting which provides
passage for core and bypass airflow through concentric annular passages. The case
is the main structural member of the engine carcass; it supports the low pressure
compressor case at flange B, the bypass duct at flange C and at its inner rear flange,
the gas generator case. The accessory gearbox is suspended from the bottom of the
intermediate case. Primary (core) airflow passes through the inner passage to the
high pressure compressor rotor while secondary (bypass) airflow passes through the
outer passage to the bypass duct. The annular passage walls are joined by six radial
struts in the outer passage and airfoil guide struts in the inner passage. The outer
and inner struts are located on common radial axes and are all hollow.
The outer wall of the primary passage and the inner wall of the bypass passage are
joined at the front and rear to form the annular engine oil tank.
The oil filler and sight-glass are located on the port side of the engine installation.
The bore at the rear of the intermediate casing supports the No. 2 oil-damped ball
bearing and the variable inlet guide vane shroud hub, while the front face of the
bore supports the No. 1 bearing housing assembly by means of a frangible support.
Four mount pads on the outer wall are in line with the four struts located 35 degrees
above and below the horizontal centerline. Passageways and bosses provide for oil
and air transfer and various accessories.
The gas generator case is a titanium weldment consisting of an open girder section
welded to front and rear flanges and a titanium diffuser off-take section. A sealing
face for the impeller housing is embodied at the diffuser inlet while the center section
forms the support for the conical No. 3 bearing housing. Internal passageways in
the diffuser section direct P2.8 pressurizing air, pressure and scavenge oil to and
from the No. 3 bearing compartment.
The front flange is bolted to the intermediate case and the rear flange supports the
combustion chamber outer case. Open girder construction allows access to the variable
inlet guide vane geometry, compressor bleed valves, anti-icing solenoid valve and
starting bleed valve.
The conical No. 3 bearing housing supports the No. 3 roller bearing outer race. The
diffuser center section supports the oil nozzle assembly and front and rear carbon
seals. Bearing covers mounted on the front and rear of the center section provide
thermal protection for the bearing cavity and act as air seals. The rear of the bearing
housing also provides a mounting face for the tangential on-board injection nozzle.
The HP compressor rotor balancing assembly consists of the four-stage axial and one-stage
centrifugal HP compressor rotor and the two-stage HP turbine rotor balancing assembly.
The HP compressor rotor consists of four axial stages and a single-stage centrifugal
impeller. The first-stage rotor is a one-piece titanium forging, consisting of a shaft,
disk and 23 blades (integrally bladed rotor) and is bolted to the front of the compressor
assembly with 12 nuts and bolts. The second, third and fourth-stage rotors are also
titanium forged blisks, electron-beam welded together to form a one-piece (drum) assembly,
thus providing rigidity for tight blade tip clearances. The welded rotor stages have
31, 34 and 39 blades respectively. The 32 vane centrifugal impeller is produced from
a titanium forging and is connected to the HP turbine shaft with 15 nuts and bolts
to comprise a balanced set. The impeller/shaft set is fastened to the rear of the
HP compressor axial stages (drum) with 15 nuts and bolts.
The No. 2 bearing is oil film damped to minimize engine vibration and supports the
front end of the compressor rotor balancing assembly in the intermediate case. A
carbon seal runner is mounted behind the bearing, while the accessory gearbox bevel
drive gear abutts against the front side of the bearing. A keyed lock-ring and nut
secures the drive gear on the compressor shaft.
The HP turbine shaft is a hollow steel forging, machined to accommodate the No. 3
bearing front rotor air seal, the oil slinger, the No. 3 roller bearing inner race
and the No. 3 bearing rear rotor air seal. The rear rotor air seal also serves as
a “pressure balance piston”, by transmitting a forward load to the No. 2 ball bearing,
from pressurized air behind the No. 3 bearing compartment. Splines on the rear end
of the shaft mate with the two-stage HP turbine rotor balancing assembly, while six
holes on the conical end of the shaft allow P2.8 pressurizing air from the No. 3 bearing
compartment to vent into the intershaft space.
The HP compressor case installation consists of two titanium casings, (front and rear),
variable inlet guide vanes (VIGV) and first-stage variable stators with associated
unison-ring linkage, and the second, third, and fourth-stage stator assemblies.
The front case mates with 14 studs on the intermediate case and bolts to the HP compressor
rear case with 12 bolts. A row of 29 and 42 bushed holes accommodate the outer spindles
of the VIGV and the first-stage variable stators, respectively. An abradable silicone/microballoon
glass coating on the front case ID surrounds the first and second-stage rotor path
to allow tight blade tip clearance.
An actuator linkage for the variable vanes is mounted on the front case and consists
of two unison rings (one per stage) and 71 connector links (one per vane), which connect
to the outer spindles. The VIGV inner spindles are supported by a two-piece inner
shroud ring which is mounted on the intermediate case with six studs. Pressure oil
for the No. 2 bearing and its rear carbon seal is supplied through a passage at the
10 o'clock position on the ring, while a slot in the bottom of the ring allows scavenge
oil to pass into a hollow strut in the intermediate case, where gravity drains into
the accessory gearbox. The inside diameter (ID) at the rear of the shroud ring assembly
acts as the stationary runner for the No. 2 bearing labyrinth air seal. The first-stage
compressor stator inner shroud ring assembly is held together with six bolts and forms
the stationary runner for the inter-stage air seal between the first and second-stage
HP compressor rotors.
The rear case consists of a flanged front and rear section, welded to an intermediate
support-ring. The support-ring mounts the fourth-stage stator with three bolts and
forms the front of a plenum for P2.8 bleed air. The rear flange supports the impeller
shroud housing with six bolts and forms the rear of the plenum. The second and third-stage
compressor stators comprise a two-piece cast stainless steel assembly, having 56 and
48 vanes, respectively. Anti-rotation lugs on the outer platform locate in slots
at both ends on the inside of the rear case. Slots, located around the circumference
of the outer shroud, allow P2.5 air from the third-stage of the HP compressor to vent
to the compressor bleed valves. An abradable coating on the inner shrouds of the
stator vanes and around the third and fourth-stage rotor paths provides interstage
air sealing.
Ten bosses on the rear case provide for compressor bleed as follows:
| • | two for P2.5 compressor bleed valves. |
| • | two for P2.8 compressor bleed valves. |
| • | two for cabin bleed air tubes. |
| • | one for P2.8 anti-ice solenoid valve. |
| • | two for airframe supplied rudder bias system. |
| • | one for P2.8 bearing air seal pressurization. |
72.30.01 LP Compressor
LP COMPRESSOR - REMOVAL/INSTALLATION
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC30128-03 | Puller |
|
| PWC32396-100 | Jackscrew |
|
| PWC37807 | Pump |
|
| PWC40263 | Adapter |
|
| PWC40781 | Adapter, Dyno-Torque Wrench |
|
| PWC41050 | Wrench |
|
| PWC43248 | Pad |
|
| PWC43250 | Protector |
|
| PWC43260 | Socket |
|
| PWC43261 | Socket |
|
| PWC43262 | Adapter |
|
| PWC43264 | Puller |
|
| PWC43515-11 | Bar |
|
| PWC60668 | Crimper |
|
| PWC60758 | Sleeve Spacer |
|
| PWC60773 | Spreader |
|
| PWC60903 | Slave Washer |
|
| PWC60926 | Crimper | Obsolete - replaced by PWC62073 |
| PWC61013 | Fan Guide |
|
| PWC61404 | Adapter |
|
| PWC61783 | Holding Fixture |
|
| PWC61793 | Lifting Fixture, Fan |
|
| PWC61996 | Retaining Ring |
|
| PWC62019 | Retaining Ring |
|
| PWC62073 | Crimper | Alternate to PWC60926 |
| PWC62180 | Locator, Key Washer |
|
| PWC63068 | Heat Shield |
|
| PWC71392 | Adapter |
|
| PWC89837 | Hydraulic Cylinder |
|
| PWC90000 | Heat Gun |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Compressor Inlet Cone
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
| (1) | Put an index mark on the inlet cone and fan blade in line with the V-mark on the inlet cone using an approved marker (PWC05-018). |
| (2) | Unstake nose cone keywasher (2) using socket (PWC43260). |
| (3) | Remove compressor inlet cone bolt (1) using socket (PWC43260), remove and discard inlet cone keywasher (2). |
| (4) | Remove nose cone drive key (3) . |
| (5) | Pre-SB25058 Engine Only:
|
CAUTION: FOR Post-SB25058 ENGINE, REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE
BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN THE CONE IS REMOVED. INSTALL THE BLADE
RETAINER (PWC61996) TO SECURE ALL THE BLADES ON THE HUB.
| (7) |
Post-SB25058 Engine Only:
|
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES.
SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
| (1) | Turn the fan until the V-mark on the blade retaining ring is at top center. Put a mark on the number one fan blade in line with the V-mark, using an approved marker (PWC05-018). |
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
| (2) | Install inlet cone (4) over low compressor tie-rod (6) with V-mark at top. |
CAUTION: MAKE SURE THAT THE INLET CONE IS ALL THE WAY ON.
| (3) | Push the inlet cone all the way on. Turn inlet cone until slot in cone aligns with the slots in the tie rod end. |
| (4) | Install puller (PWC30128-03) into end of tie rod (6) and pull tie rod forward until fully engaged. |
| (5) | Install drive key (3) in inlet cone (4). Turn inlet cone if necessary until drive key can be inserted. |
| (6) | Install keywasher (2) and compressor inlet cone bolt (1) . |
| (7) | Centralize keywasher using (PWC62180). Loctite (PWC08-014) may be applied sparingly to make sure the keywasher tab (2) remains braced against the drive key slot in a counterclockwise position during the torquing of the nose cone bolt (1). |
| (8) | Torque bolt (1) using socket (PWC43260) (Fits and Clearances, REF. NO. 1701). |
| (9) | Stake nose cone keywasher (2) into two opposing slots of inlet cone bolt with crimper (PWC60926) or (PWC62073). |
| (10) | Check for fit and clearance of the keywasher. Fits and Clearances, REF. NO. 1420 is 0.095 inch Axial in two places (Ref. Fig View A). |
C. Installation - Post-SB25058 (Ref. Fig. )
| (1) | Apply a light coat of anti-seize compound (PWC06-004) to the compressor inlet cone on the surface shown (Ref. Fig. ). |
| (2) | Remove the retaining ring (PWC61996). |
| (3) | Install the compressor inlet (nose) cone and rotate until the slot in the nose cone and the slot in the tie rod are aligned and the V-mark on the nose cone is aligned with the top center of the fan assembly. Put a mark on the number one fan blade in line with the V-mark, using an approved marker (PWC05-018). |
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
| (4) | Install inlet cone (1) over low compressor tie-rod (5) with V-mark at top. |
CAUTION: MAKE SURE THAT THE INLET CONE IS ALL THE WAY ON.
| (5) | Push the inlet cone all the way on. Turn inlet cone until slot in cone align with the slots in the tie rod end. |
| (6) | Install puller (PWC30128-03) into end of tie rod (5) and pull tie rod forward until fully engaged. |
| (7) | Install drive key (4) in inlet cone (1). Turn inlet cone if necessary until drive key can be inserted. |
| (8) | Loctite (PWC08-014) may be applied sparingly to make sure the keywasher (3) tab remains braced against the drive key (4) slot in a counterclockwise position during the torquing of the nose cone bolt. |
| (9) | Install keywasher (3) and compressor inlet cone bolt (1). Torque bolt using socket (PWC43260) (Ref. 72-30-01, Fits and Clearances, Table 402, REF. NO. 1701). |
| (10) | Stake nose cone keywasher (3) into two opposing slots of inlet cone bolt with crimper (PWC62073) or (PWC60926). |
| (11) | Check for fit and clearance for the keywasher. Fits and Clearances, REF. NO. 1420 is 0.095 inch Axial (2 Places). |
6. LP Compressor Tie Rod
| (1) | Push tie-rod (6) rearward until lugs disengage from tie-rod retaining nut (7) using puller (PWC30128-03). |
| (2) | Remove tie-rod retaining nut (7). |
| (3) | Remove tie-rod (6) using puller (PWC30128-03). Remove and discard preformed packing (8) . |
| (1) | Find and mark the master slot of low compressor shaft,
tie rod retaining nut (7)
and master lug of
low compressor tie-rod (6)
using an approved marker (PWC05-018).
NOTE: Master slot and lug are wider than the others.
|
CAUTION: MAKE SURE TIE ROD IS FULLY SEATED.
| (2) | Lubricate and install one new preformed packings (8) onto low compressor tie-rod (6) using (PWC03-001). Align master lug of tie-rod with master slot of low compressor shaft and insert tie rod. |
| (3) | Install tie rod retaining nut (7) onto low compressor shaft until contact is made with lugs of tie-rod (6). |
| (4) | Unscrew tie rod retaining nut (7) until the master slot aligns with master lug of low compressor tie rod (6). Pull tie rod forward until lugs of tie-rod engage slots of retaining nut. |
7. Fan Blade
A. Blade Replacement - Post-SB25058 (Ref. Fig. )
NOTE: A maximum of 3 damaged blades can be replaced in the fan balancing assembly by redistributing
some of the 22 blades (including the new replacement blades) based on the redistribution
printout of a computer program which can be obtained from PWC Help Desk.
CAUTION: REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE BLADES
DO NOT DISENGAGE FROM THE FAN HUB WHEN THE CONE IS REMOVED. INSTALL THE BLADE RETAINER
(PWC61996) TO SECURE ALL THE BLADES ON THE HUB PRIOR TO REMOVAL FOR BLADE REPLACEMENT/REDISTRIBUTION.
| (1) | Remove the compressor inlet cone (Ref. Para. 5A, Compressor Inlet Cone). |
| (2) | Install blade retainer (PWC61996). |
| (3) | Mark the fan blades with an approved marker (PWC05-018) with reference to the 'V' mark on the hub. The No. 1 blade is the closest counterclockwise of the 'V' reference. Mark all 22 blades in counterclockwise direction (leading edge view). |
| (4) | Record on the Fan Blade Distribution Chart, the moment weight and serial number of
all 22 blades in the existing assembly, including the blades to be replaced.
NOTE: The blade moment weight is marked on the front of the blade platform.
|
| (5) | Send the blade information recorded in step including the Serial No. and Moment Weight of the new blades to be installed to PWC Help Desk. Also send the fan blade inspection results of all blades. |
| (6) | PWC Help Desk will provide the new optimum circumferential positions of the fan blades. |
| (7) | Based on the printout results, mark all 22 blades including the replacement blade/s of the fan assembly in counterclockwise direction (leading edge view) with an approved marker (PWC05-018) starting with No. 1 blade. The nearest slot counterclockwise (leading edge view) from the 'V' mark is the slot position of No. 1 blade. The remaining blades are numbered in counterclockwise direction (leading edge view) up to No. 22. |
| (8) | Remove the blade retainer (PWC61996) from the fan assembly and replace with a slotted blade retainer (PWC62019) for individual removal/installation of the blade. |
CAUTION: MAKE SURE BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN INSTALLING THE BLADES.
| (9) | Take note of the alignment mark 'V' on the hub. Remove the damaged blades and reposition the blades including the replacement blades in accordance with printout results of redistribution from PWC Help Desk. Use the slotted blade retainer (PWC62019) to individually remove/install the blade. |
| (10) | Remove the retainer and install compressor inlet cone (Ref. Para. 5, Compressor Inlet Cone - Installation - Post-SB25058). |
| (11) | Restore engine to standard operating condition. Ground run the engine and check for vibration (Ref. 71-00-00, Adjustment and Test). |
8. Fan Balancing Assembly
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES.
SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
| (1) | Remove retaining ring (9) and keywasher (10) . |
| (2) | Unstake cupwasher (12) using unstaking tool (PWC60773). |
| (3) | Install adapter (14) (PWC43262) into end of low compressor shaft (Ref. Sht. 2). |
| (4) | Install socket (15) (PWC43261) over adapter (14) and onto fan retaining nut (11). |
| (5) | Insert drive bar (16) (PWC43515-11) into end of adapter. |
| (6) | Install wrench (17) (PWC41050) over drive bar and locate on drive spline of socket. |
| (7) | Install adapter (18) (PWC40781) on rear of drive bar and locating holes on rear face of wrench. Attach using two socket head screws (19) . |
| (8) | Loosen fan retaining nut (11) . |
| (9) | Remove previously installed special tooling, fan retaining nut (11) and cupwasher (12). Discard cupwasher. |
| (10) | Attached lifting fixture (PWC60449) to a suitable hoist and install on fan assembly (5). |
| (11) | Insert pad (20) (PWC43248) into end of low compressor shaft. |
| (12) | Install puller (21) (PWC43264) on fan assembly (5) . |
| (13) | Screw adapter (22) (PWC71392) on cylinder (23) (PWC89837). |
| (14) | Install cylinder assembly on puller (21). Make sure that locking features engage. |
| (15) | Connect cylinder hose to hydraulic pump (24) (PWC37807). |
| (16) | Slowly operate hydraulic pump and remove fan assembly (5) from low compressor shaft. |
| (17) | Remove previously installed puller and related tooling. |
| (18) | Place fan assembly in a suitable container and remove lifting fixture. |
| (19) | Remove adjusting spacer (13) from low compressor shaft. Measure and record spacer thickness as Dim. S. |
CAUTION: MATERIAL OF FAN BALANCING ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE WITH CLEAN
GLOVES. SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
CAUTION: THE USE OF DRY ICE IS NOT PERMITTED ON THE LP SHAFT.
CAUTION: FOR Post-SB25052 ENGINES, MAKE SURE THE BLADE RETENTION TOOL (PWC61996) IS INSTALLED PRIOR TO LIFTING THE FAN ASSEMBLY.
| (1) |
Lift
fan assembly (12)
using method 1 or method 2 as follows:
|
| (11) | Install fan case protector (17) onto the inner diameter of the fan case at the 12 o'clock position. |
| (12) | Attach fan lifter to a suitable overhead crane. |
| (13) | Lift fan assembly until the fan hub is at the same height as, and aligned with, low compressor shaft. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (14) |
Heat fan bore using method 1 or method 2 as follows:
|
CAUTION: MAKE SURE THAT FAN BORE IS CORRECTLY ALIGNED WITH THE LP SHAFT MASTER SPLINE WHEN
INSTALLING FAN ASSEMBLY.
| (24) | Install fan spacer (10) onto LP shaft (9) . Remove heating tooling and install fan assembly immediately. |
| (25) | Remove fan case protector (PWC62593) |
| (26) | Install drift (20) (PWC60399), adapter (21) (PWC40263), hydraulic cylinder (19) (PWC89837), hydraulic pump (18) (PWC37807) and cooling ring (PWC64330) or air cooling tool (PWC89835). |
| (27) | Apply 700 - 1000 psi to seat LP shaft components. |
| (28) | Connect air supply to cooling ring or air cooling tool. |
| (29) | Maintain pressure until assembly reaches room temperature. |
| (30) | Remove tooling. |
C. Torque Fan Nut
WARNING: READ MATERIAL SAFETY DATA SHEET PRIOR TO USING CONSUMABLE MATERIAL.
| (1) | Pre-SB25335: If the replacement fan retaining nut (11) is new proceed to step . If not, apply one coat of anti-galling compound (PWC06-032) to the threads and thrust face of the retaining nut using a brush or swab before installation. Anti-galling compound must be completely removed and then re-applied to nut thread and thrust face area following each complete torque cycle (Ref. Fits and Clearances, REF. NO. 1702). |
| (2) | Post-SB25335: Apply anti-seize compound (PWC06-004) to the nut thread and thrust face and to shaft thread. Remove excessive compound wherever possible (Ref. Fits and Clearances, REF. NO. 1702). |
CAUTION: USE A SLAVE WASHER, IN PLACE OF CUPWASHER DURING INITIAL STEPS OF FAN RETAINING
NUT TORQUING PROCEDURE.
| (3) | Install slave washer (PWC60903) on low compressor shaft. |
| (4) | Install adapter (3) (PWC43262) into end of low compressor shaft. |
| (5) | Install socket (4) (PWC43261) over adapter (3) and onto fan retaining nut (11). |
| (6) | Insert drive bar (PWC43515-11) into end of adapter. |
| (7) | Install wrench (5) (PWC41050) over drive bar and locate on drive spline of socket. |
| (8) | Install adapter (6) (PWC40781) on rear of drive bar and rear face of wrench. Attach using two socket head screws (19). |
| (9) | Torque fan retaining nut (11) (Ref. Fits and Clearances, REF. NO. 1702). |
| (10) | Remove previously installed special tooling. |
| (11) | Measure the fan blade leading edge (LE) tip clearances (Ref. Para. ). |
| (12) | Install keywasher (10) and retaining ring (11). |
| (13) | Stake cupwasher (12), at four locations, using staking tool (9) (PWC60668). |
| (14) | Install tie-rod (Ref. Para. ). |
| (15) | Install compressor inlet cone (Ref. Para. ). |
| (16) | Refer to Chapter 71-00-00, for checks following installation of fan assembly. |
| (1) | Load low compressor shaft rearwards. |
| (2) | With each blade loaded to the rear and outward, check leading edge LE tip clearance at a common point on the fan case. Find and mark longest fan blade using an approved marker(PWC05-018). |
CAUTION: MEASUREMENT SHOULD BE TAKEN AT PORTION OF FAN CASE THAT IS NOT WORN.
| (3) | With longest blade loaded to the rear and outward, measure and record leading edge tip clearances at four locations around the fan case (Ref. Fig. ). Calculate the average clearance and record it as Dim. b. Make sure clearances are within limits specified (Fits and Clearances, REF. NO. 1256). |
| (4) | If fan blade tip clearance is within limits measure the gap between the rear fan blade
retaining ring and the compressor inlet vane assembly. There must be a minimum gap
of 0.070 inch (1.78 mm) (Ref. View B).
|
| (7) | Adjustment of fan tip clearance, if required, is achieved by varying the thickness
of the fan spacer as follows:
|
| (10) | Repeat Para. and Para. , step to . |
| (11) | If fan clearance is now within limits go to Para. , step .
|
| (1) | Calculate and record the thickness of the fan spacer necessary to bring the fan blade
tip clearance within limits using the following formula. a = S ± (C × 0.01) where:
|
| (2) | Adjust fan tip clearance by grinding a new or existing adjusting spacer to Dim. a ± 0.0005 inch (0.013 mm) (Ref. Fig. ). |
| (3) | Faces of spacer must be parallel within 0.0002 inch (0.005 mm), flat within 0.0002 inch (0.005 mm) and have a surface finish of 63 micro-inches or better. |
| (4) | Break sharp edges 0.003 to 0.015 inch (0.08-0.38 mm). |
| (5) | Spray wash spacer (14) using petroleum solvent (PWC11-027). |
| (6) | Check for residual magnetism using a standard field gauge. Negate any residual magnetism. |
9. Fan Case
NOTE: Note location and orientation of all items removed from flange.
| (1) | Remove EEC (Ref. 73-20-02). |
| (2) | Remove nut (20) , washer (19) , bolt (18) and support tube (17) . |
| (3) | Remove nuts (4) , shipping bracket and EDU rear support bracket (16) (Ref. View B). |
| (4) | At location M, two places, remove nuts (4), washers (3) and fire detector brackets (15) . |
| (5) | At location R, remove nut (4), washer (3), bolt (14) and tube support bracket (13) . |
| (6) | At location N, remove nut (4) and tube support bracket (13). |
| (7) | Remove nut (4), washer (3), bolt (12) and support (11) (Ref. Section S-S). |
| (8) | At location T, remove nuts (4), washers (3), bolts (10) and engine lift bracket (9) . |
| (9) | At location L, two places, remove nuts (4) and washers (3). |
| (10) | At location P, remove nut (8) , washers (7) and bolt (6) . |
| (11) | At location J, four places, remove nuts (4), washers (3) and bolts (5) . |
| (12) | At location K, three places, remove nuts (4), washers (3) and bolts (2) . |
| (13) | Install three jacking screws (PWC32396-100) into jacking inserts in fan case Flange B. |
| (14) | Support the weight of the fan case and tighten the jacking screws in a star pattern until the fan case releases from the intermediate case. |
| (15) | Remove fan case (1) . |
| (1) | Apply a thin coat of grease (PWC09-003) to the mating flange of the fan case (1) . Align bolt holes and install fan case assembly. |
| (2) | Location K.
|
| (4) | Location J.
|
| (6) | Location P.
|
| (8) | Location L.
|
| (10) | Location T.
|
| (12) | Location S.
|
| (14) | Location N.
|
| (16) | Location R.
|
| (18) | Location M.
|
| (20) | Install EDU rear support bracket (16) and shipping bracket with 2 nuts (4). Install shipping bracket facing rearward installed on top or bracket facing forward. Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry. |
| (21) | Install support tube (17) with bolt (18) , washer (19) and nut (20) . Torque 36 to 40 lb. in. (4.1 to 4.5 Nm). Torque nut and bolt at other end of support tube 62 to 72 lb. in. (7.0 to 8.1 Nm) dry. |
| (22) | Install EEC (Ref. 73-20-02). |
10. Inlet Stator Vane Assembly
CAUTION: DO NOT USE A HAMMER TO ROTATE VANE.
| (1) | Remove bolts (1) , keywashers (2) from compressor inlet vane. |
| (2) | Install fixture (PWC61783) to the compressor inlet vane and remove the vane assembly from the intermediate case by turning the assembly using the fixture. |
| (3) | Remove bolts (4) , washers (5) and fan exit vane ring (6) from intermediate case (7) . |
| (1) | Align 3 lugs on fan exit vane ring (6) into 3 slots of intermediate case (7) , make sure drain hole is at BDC. |
| (2) | Attach vane ring (6) to intermediate case (7) with 6 bolts (1) and 6 washers (5) . Torque bolts 36 to 40 lb. in. (4.1 to 4.5 Nm). |
CAUTION: DO NOT USE A HAMMER TO ROTATE VANE.
| (3) |
Apply a thin coat of silicone grease (PWC09-003) on mating surfaces for ease of installation. Install fixture (PWC61783) by rotating into position aligning bolt holes.
NOTE: Make sure fixture (PWC61783) is locked and secured correctly into position (pins fit rotation holes).
|
| (4) | Secure vane ring (6) to intermediate case (7) with 6 bolts (4) and 6 keywashers (2) . Torque bolts 65 to 85 lb. in. (7.4 to 9.7 Nm) and lock tabwashers. |
11. LP Shaft and No. 1 Bearing Housing
| (1) | Disconnect N1 speed probe wiring harness from N1/T4.5 terminal box (Ref. 77-20-01). |
| (2) | Disconnect No. 4 bearing pressure and scavenge oil tubes from exhaust case (Ref. 79-20-03 and 79-20-04). |
| (3) | Disconnect emergency fuel shut-off cable (Ref. 73-10-05). |
| (4) | Disconnect and remove T4.5 “IN” wiring harness connections from N1/T4.5 terminal box (Ref. 77-20-01). |
| (5) | Remove exhaust case(Ref. 72-50-03). |
| (6) | Remove LP turbine module (Ref. 72-50-02). |
| (7) | Install protector (PWC43250) on rear end of LP shaft. |
| (8) | Remove compressor inlet cone (Ref. Para. ). |
| (9) | Remove low compressor tie rod (Ref. Para. ). |
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES.
SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
| (10) | Remove fan balancing assembly (Ref. Para. ). |
| (11) | Install sleeve spacer (3) (PWC60758) and secure with fan retaining nut (2) , handtight. |
| (12) | Remove 12 nuts (6) and bolts (4 ) from No. 1 bearing housing (5) . |
| (13) | Install three jacking screws (PWC32396-100) in the No. 1 bearing housing jacking inserts. |
CAUTION: DO NOT DAMAGE CARBON SEALS IN INTERSHAFT SEAL HOUSING.
| (14) | Carefully withdraw LP shaft and No. 1 bearing housing (1) together by evenly turning jacking screws and pulling LP shaft and housing assembly from engine. |
| (15) | Secure two halves of No. 1 bearing housing together using two slave nuts and bolts. |
| (16) | Discard preformed packing (8) . |
| (17) | Remove transfer tube (11) (Ref. Sht. 2) and discard preformed packings (10) . |
| (1) | Install protector (PWC43250) on the rear of LP shaft (1) . |
| (2) | Lubricate and install new preformed packing (8) on No. 1 bearing housing (5) . |
| (3) | Lubricate and install two new preformed packings (10) on oil transfer tube (11) . |
| (4) | Push transfer tube (11) into No. 1 bearing oil nozzle assembly (12) . |
| (5) | Remove slave nuts and bolts from No. 1 bearing housing. |
CAUTION: DO NOT DAMAGE CARBON SEALS IN INTERSHAFT SEAL HOUSING.
| (6) | Make sure oil transfer tube (11) is aligned with No. 1 bearing oil nozzle (12) and oil transfer tube housing (9) and insert LP shaft assembly and bearing housing assembly into engine. |
| (7) | Secure No. 1 bearing housing assembly (5) to No. 1 bearing support with 12 bolts (4 ) and nuts (6) . Torque 27 to 30 lb.in. (3.0-3.4 Nm.) using a star tightening pattern. |
| (8) | Remove fan retaining nut (2) ) and sleeve spacer (3). |
| (9) | Install fan balancing assembly (Ref. Para. ). |
| (10) | Install compressor inlet cone (Ref. Para. ). |
| (11) | Install low compressor tie rod (Ref. Para. ). |
| (12) | Remove protector (PWC43250) from rear end of LP shaft. |
| (13) | Install LP turbine module (Ref. 72-50-02). |
| (14) | Install exhaust case (Ref. 72-50-03). |
12. Fits, Clearances and Torque Loadings
A. General
The following pages provide the fits and clearances, torques, spring pressures, special
assembly, and backlash checks.
All tables have metric equivalents given in parentheses either beside or below the
imperial measurements.
For all tables, the indicated REF. NO. can be found on the Figure following the last
table.
B. Dimensional Checks
The DIMENSIONS FOR REF. column indicates minimum and maximum manufacturing dimensions
of two mating parts. These dimensions are provided for information only.
The LIMITS column indicates the desired minimum and maximum fits and clearances between
new parts, and also the allowable limit to which these parts may wear before replacement
is necessary.
The letter T indicates a tight fit; L or no letter, a loose fit.
BY SELECTION means parts must be matched by selection to provide a required fit.
FIT TO means a fitting operation may be required at assembly to obtain the required
fit.
An asterisk (*) indicates part(s) should be replaced if any looseness is evident.
Unless otherwise stated, all fits are diametrical. Spline fits are calculated from
chordal dimensions.
C. Torque Limits
Unless otherwise stated, apply thread lubricant to all parts that are to be torque-loaded.
Use engine lubricating oil or equivalent, unless otherwise specified.
Where torque limits for castle nuts are provided in the MINIMUM column only, these
nuts should be tightened to the designated torque and then further tightened, if necessary,
to properly align the locking slots and holes.
Where MINIMUM and MAXIMUM values are given, the alignment of the locking slot must
be obtained without loosening the nut and without exceeding the maximum limit. If
this is not possible, back-off the nut half a turn, then retighten. If alignment cannot
be accomplished, select another nut.
Torque requirements for interference fit applications, such as studs, may be obtained
with or without lubrication, unless otherwise specified.
LP COMPRESSOR - INSPECTION
1. General
A. This section provides instructions and limits, required to perform visual inspection
of the Compressor Inlet Cone, Fan Blades, Fan Case and Inlet Vane Rings.
B. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
C. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Compressor Inlet Cone
| (1) | Check for foreign object damage and erosion. |
| (2) | Check for evidence of cracks. No cracks permitted. |
| (3) | Check for dents. A maximum of two dents permitted, provided depth is not greater than 0.100 inch and span is not greater than 1.0 inch. Dents directly adjoining each other are not acceptable. |
| (4) | Nicks on surface is serviceable if it is in the limits that follows:
|
| (5) | Local erosion, minor surface pitting and corrosion 0.010 in. (0.25 mm) deep maximum is serviceable. |
| (6) | Post-SB25058: Fretting on the fan blade retaining face (Face A) is permitted up to 0.015 in. (0.38 mm) deep maximum if there is no fretting on the blade platform mating face (Face B). |
6. Fan Blades
CAUTION: SEND ENGINE TO AN APPROVED OVERHAUL FACILITY FOR INSPECTION IN ACCORDANCE WITH THE
OVERHAUL MANUAL, IF FOREIGN OBJECT DAMAGE IS SUSPECTED.
| (1) | A fan with blade damage beyond the blend repair limits (Ref. Table ) must be removed from service and sent to an approved overhaul facility for repair. If an aircraft must be flown to a facility equipped for fan removal, record the extent of the blade damage and submit this information to Pratt & Whitney Canada Inc. A review of the information may permit P&WC to recommend limited engine operation for purposes of obtaining flight permission from the operator's regulatory authority. |
| (2) | Inspect the blade LE for erosion. Blend the LE to restore original radius as shown (Ref. Fig. , Detail K), if the LE flat exceeds 0.020 inch. |
| (3) | Inspect LE for bends or deformation. Bends or deformation is acceptable providing the displacement of material does not exceed 0.020 inch perpendicular to the LE span and the length of the bend is less than 0.060 inch along the LE span and the bend is smooth and continuous (Ref. Fig. , View B). |
| (4) | Inspect blade for tears (Ref. Fig. ) and cracks. Tears and cracks are not acceptable. |
| (5) | Inspect blade for nicks (Ref. Fig. ) and dents (Ref. Fig. ). For disposition refer to (Ref. Fig. and Table ). |
| (6) | Blade tip inspection (area I). Perform this inspection if the blade is removed from the engine. Blend surface damage in form of burrs, rubs or wear to a maximum depth of 0.005 inch. |
7. Fan Case
CAUTION: THE FAN CASE ASSEMBLY IS A COMPOSITE MATERIAL COMPONENT WITHIN A FORGED STAINLESS
STEEL CASE. DO NOT DROP OR IMPACT IN ANY WAY. WHEN TRANSPORTING OR STORING, USE
A SUITABLE CONTAINER AND MAKE SURE CASE IS COVERED WITH A SUITABLE PROTECTIVE PACKING
(e.g. BUBBLE PACK).
| (1) | Visually check fan case without the aid of magnification. Magnification up to 4X may be used as an aid to evaluate observed damage. |
| (2) | Stainless Steel Case:
|
| (7) | Visually check abradable lining (Area f) for foreign inclusions, holes, or cracks (Ref. Table ). |
| (8) | Perforated Liner (Area h) for (Ref. Table ):
NOTE: The perforated area of the liner segment is aluminum alloy (AMS 4348)
|
| (11) | Dimensionally check abradable lining for wear (Fits and Clearances, REF. NO. 1256). |
8. Inner and Outer Vane Rings
| (1) | Vanes:
|
| (6) | Inner and Outer Shrouds:
|
| (9) | All other surfaces:
|
| (1) | Refer to definitions of damage and acceptable limits as specified in Table . |
| (2) | Visual checks:
|
LP COMPRESSOR - REPAIR
1. General
A. This section provides instructions for repairing LP Compressor components.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to CONSUMABLE MATERIALS for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC05-064 | Solution, Anodize |
| PWC05-069 | Tape, Pressure Sensitive Adhesive |
| PWC05-161 | Solution, Touch-Up Chrome pickle |
| PWC05-184 | Compound, Potting |
| PWC05-197 | Acid, Chromic |
| PWC06-004 | Compound, Antiseize |
| PWC07-011 | Varnish, Air-Dry |
| PWC07-014 | Varnish, Phenolic Resin |
| PWC08-016 | Paste, Adhesive |
| PWC08-016A | Paste, Adhesive, Epoxy |
| PWC08-018A | Paste, Adhesive, Epoxy |
| PWC09-017 | Adhesive/Sealant, Silicone Rubber |
| PWC11-005+ | Envirosolv 655 |
| PWC11-012 | Acetone |
| PWC11-014 | Alcohol, Isopropyl |
| PWC11-019 | Solution, Chromate Conversion |
| PWC11-023+ | Ardrox Leeder 1064K |
| PWC11-025+ | Desoclean 45 |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC62019 | Ring, Retaining |
| PWC66581 | Fan Wedge |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Fan Blades
A. Blend Repairs
WARNING: MATERIAL OF FAN BLADES IS TITANIUM. AN ACCUMULATION OF TITANIUM DUST IS A FIRE
HAZARD. CLEAN UP TITANIUM DUST ON COMPLETION OF REPAIR, DO NOT ALLOW DUST TO ACCUMULATE
ON CLOTHING.
CAUTION: REFER TO CHAPTER 70-00-00, INSPECTION AND REPAIR FOR INFORMATION ABOUT BLENDING ROTATING COMPONENTS.
| (1) | Fan blades may be repaired if damage is not in excess of limits (Ref. Inspection). |
| (2) | Mask surfaces adjoining damaged areas using pressure sensitive tape (PWC05-069). |
| (3) | Blend out in a lengthwise direction nicks, scratches, pits and sharp edges using small hand files and stones. Finish blend using fine stones to ensure surface finish is restored to that of surrounding surface. Maintain a smooth transition to adjoining areas. |
| (4) | Blade LE and TE radii shall be restored by blending convex surface, and minimizing blending on the concave surface. |
| (5) | Repaired area depth shall be 1/3 deeper than the depth of the damage to ensure complete damage removal. |
| (6) | Where possible local repair of airfoil surface (area H) shall extend over an area five (5) times the depth of the damage. |
| (7) | The blade airfoil, LE and TE shall be repaired sufficiently to remove damage. Material removal shall be minimized to reduce the effect on fan balancing and engine performance. |
| (8) | Remove pressure sensitive tape and clean off any residual adhesive using alcohol (PWC11-014). |
NOTE: 1. Engines must be serviceable in all respects for this limited instruction to be
valid. Engines not in serviceable condition for continued operation must be repaired
per the specific Maintenance Manual, Overhaul Manual or Engine Manual instructions.
NOTE: 2. Do this task during an unscheduled maintenance task due to suspected vibration.
| (1) | Remove nose cone and install fan blade retaining ring (PWC62019). Turn the retaining ring and make sure that the gap to remove the blade is at the 12 o' clock position. |
| (2) | Install fan wedges (PWC66581) to prevent fan rotation during application of lubricant. |
| (3) | Remove fan blade from TDC position. |
| (4) | Apply antiseize compound (PWC06-004) on contact surfaces of fan blade roots. |
CAUTION: LIGHTLY APPLY THE ANTISEIZE COMPOUND (PWC06-004) AND REMOVE THE EXCESS.
CAUTION: THE ANTISEIZE COMPOUND HAS POTENTIAL TO BE INGESTED INTO ENGINE CORE.
| (5) | Install the fan blade and adjust retaining ring (PWC62019) to the next blade. Remove fan wedges (PWC66581) and turn the LP rotor balancing assembly to move the next blade to TDC position. |
| (6) | Repeat Steps thru until all the blade are coated. |
| (7) | Install fan nose cone (Ref. 72-30-01, LP COMPRESSOR - REMOVAL/INSTALLATION). |
| (8) | Do a engine ground run check (Ref. 71-00-00, ADJUSTMENT/TEST). |
6. Fan Case
A. Repair of Cracks or Holes in Abradable Lining
| (1) | Clean affected area f (Ref. Inspection) of contaminants or debris by scraping or sanding. Do not flush affected area with
solvents as this tends to draw oil/grease into repair area.
NOTE: Abradable material is pale blue in color. Contaminant (black residue) removal is
obvious when original color is obtained.
|
| (2) | Blow off affected area with clean, oil free compressed air or nitrogen. |
| (3) | Mix EC-3524 B/A (PWC05-184) per following parts by weight (pbw) requirements. Weigh each material to the nearest
gram of the specified amount. Mix enough to fill the repair area(s).
|
| (4) | Mix in a plastic or metal container using a plastic spatula, and to a uniform pale blue color. |
| (5) | Spread potting compound into repair area using a straight edge spatula. Make sure
material completely bonds to the repair surface by working the material into the
repair area until it darkens and moistens the existing surrounding material.
NOTE: Adequate bond will not occur if the potting compound is not worked into the repair
area until it darkens and moistens the existing cured material surrounding the repaired
area.
|
| (6) | Make sure potting material is flush with adjacent surfaces, to maintain gas path profile. |
| (7) | Allow the repaired material to cure at room temperature 21°C (70°F) for 16 hours or cure at 66°C (150°F) for 2 hours. |
| (8) | Sand finish excess material using 400 grit to return to original gas path profile. |
B. Line Maintenance Repair of Delamination of Abradable Lining
CAUTION: DO NOT DRILL INTO STAINLESS STEEL SHELL OF FAN CASE.
| (1) | Drill several holes 1/8 inch in diameter, 1 inch apart, through delaminated section. The holes must be not less than 1/2 inch from the leading edge of the abradable lining. |
| (2) | Inject silicone rubber compound (PWC09-017) into holes. |
| (3) | Apply light pressure to abradable to evenly spread compound under abradable. |
| (4) | Remove any excess material from surface of abradable. |
| (5) | Make sure holes are completely filled with silicone rubber compound. |
| (6) | Cure to manufacturer's instructions. |
C. Heavy Maintenance Repair of Delamination of Abradable Lining
| (1) | Remove delaminated piece of abradable material. |
| (2) | Repair abradable in accordance with repair procedure "Repair of Cracks or Holes in Abradable Lining" (using potting compound PWC05-184). |
D. Repair of Cracks or Holes in Perforate Liner
| (1) | Flush clean affected area with isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+). Air dry for 30 minutes minimum at room temperature. |
CAUTION: THE EA934NA MIXTURE MUST BE USED WITHIN 40 MINUTES AFTER MIXING.
| (2) |
Mix EA934 NA (PWC08-016) per the following parts by weight (pbw) requirements. Weigh each material to the
nearest gram of the specified amount. Mix enough to fill the repair area(s). Mix
in a plastic container or metal container using a plastic spatula.
|
CAUTION: DO NOT BLOCK DRAIN CHANNEL AT BOTTOM DEAD CENTER OF CASE WHEN FILLING CRACKS AND
DENTS IN PERFORATE.
| (3) | Fill a syringe with a suitable quantity of EA934NA mixture and inject repair area. |
| (4) | Inject the damaged area and the adjacent cells surrounding the damaged area. |
| (5) | Wipe excess mixture from perforated liner surface. |
| (6) | Allow 5-7 days at room temperature for full cure or 2-3 hours at 66°C (150°F) temperature using hot air gun. |
| (7) | Sand finish repaired area to ensure smooth and burr free surface using 400 grit sand paper. |
| (8) | Touch up any sanded perforate in Area h (Ref. Inspection) using anodize solution (PWC05-064). |
7. Intermediate Case Assembly
| (1) | Seal the oil passages, air holes and area around corroded surface. |
| (2) | Clean the corroded area. Refer inspection for acceptable limits. |
| (3) | Apply chromate solution (PWC11-019) or chrome pickle solution (PWC05-161) to the bare metal surfaces of intermediate case (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). |
| (4) | Restore protective coating on painted surfaces (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). |
B. Restoration of Intermediate Case Struts Leading Edges damaged by Impact, Erosion
or Corrosion with Material Loss (Pitting)
| (1) | Place a suitable blank or debris collector to prevent ingress of debris into the compressor or any other openings. |
| (2) | Manual blend repair the corrosion or impact damage and treat reworked surface (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). Refer inspection for acceptable limits. |
| (3) | Apply epoxy (PWC08-016A) or (PWC08-018A) to fill the impact damaged, eroded or corroded area. (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). |
| (4) | Remove blank on completion and vacuum or wipe area to remove any remaining debris. |
72.30.02 Gas Generator Case (Heavy Maintenance Only)
GAS GENERATOR CASE - INSPECTION/CHECK
1. General
A. This section provides instructions and limits for inspection/check of the gas
generator case assembly.
B. It is recommended that a magnifying glass of at least 10X power be used when visually
inspecting for damage.
C. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
D. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
A. Check Diffuser Ducts (Fishtails)
| (1) | Visually check for:
|
| (4) | Check torque of duct retaining bolts. Torque as necessary 32 to 36 lb.in. (3.6-4.0 Nm). If torque value is not achieved, replace Helicoil insert with oversize inserts as necessary (Ref. 70-00-00, STANDARD PRACTICES). |
B. Check Diffuser Heat Shield
| (1) | Visually check:
CAUTION: MAKE SURE DRILL DOES NOT DAMAGE DIFFUSER CASE.
|
| (5) | Shield assembly with damage in excess of above limits must be replaced. |
C. Check Diffuser Case
| (1) | Visually check for cracks. No cracks permitted. |
72.40 Combustion Section
72.40.00 Combustion Section
COMBUSTION SECTION - DESCRIPTION AND OPERATION
The combustion chamber outer case consists of a nickel-alloy weldment with the front
flange bolted to the gas generator case (Flange H). The rear flange is bolted to
the low pressure turbine case (Flange E) and supports the high pressure turbine stator
support.
Bosses on the conical section at the 4 and 5 o'clock positions provide for the insertion
of spark igniters, while 24 equally spaced bosses slightly forward of the igniters
provide for fuel nozzle adapters. Fuel nozzle bosses at the 4 and 5 o'clock positions
provide for two hybrid-type fuel nozzles. Bosses at the 3 and 9 o'clock positions
toward the front end of the case provide an offtake for P3 cabin bleed air.
A drain hole towards the front of the conical section at the 6 o'clock position allows
residual fuel to drain overboard through the drain valve.
The combustion chamber liner is a straight-through annular type, consisting of a nickel-alloy
weldment and is contained by the combustion chamber outer case. Twenty-four fuel
nozzle sleeves are equally spaced around the domed end, along with two spark igniter
suspension collars located at the 4 and 5 o'clock positions.
A series of perforations allow air to enter the liner in a manner designated to provide
the best fuel/air ratios for engine starting and sustained combustion with minimum
exhaust smoke. Direction of airflow, uniform wall cooling and extended durability
is provided by cooling rings, while a conical heatshield, secured in place with 3
bolts to the gas generator case, provides extra thermal protection for the No. 3 bearing
area.
The combustion chamber liner is supported at the domed end by the fuel nozzles and
by means of a flexible support bolted to the HP turbine stator.
72.40.01 Combustor
COMBUSTOR - REMOVAL/INSTALLATION
1. General
A. The following section describes the removal and installation of the combustion
chamber outer case, combustion chamber liner and the first-stage HP turbine vane assembly.
These procedures can only be done during Heavy Maintenance.
B. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
C. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC32396-100 | Jacking Screws |
| PWC43022 | Sling, Engine in stand |
| PWC60288 | Puller |
| PWC61012 | Cooling Ring Set |
| PWC61148 | Alignment Pin (3 Req'd) |
| PWC61723 | Base |
| PWC64241-3 | Pin |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal
CAUTION: EXTREME CARE MUST BE USED WHEN HANDLING THE FUEL NOZZLE ASSEMBLIES. FINGERPRINTS
ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT FREE COTTON GLOVES OR
SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
| (1) | Remove the bolt (13) and nut (14) fastening the tube bracket to the No. 4 scavenge oil tube. |
| (2) | Remove the bolts (7) fastening the fuel tube assembly (6) to the bypass duct. |
| (3) | Remove the bolt (11) and self-locking nut (4) fastening the loop clamp (5) to the angle bracket (10). |
| (4) | Remove and discard the lockwire from the coupling nuts (3). |
| (5) | Loosen the coupling nuts (3) and remove the primary fuel tube assembly (6) . |
| (6) | Remove the transfer tubes (2) . Remove and discard the preformed packings (1) . |
| (7) | Remove and discard the preformed packings (8) and (9) . |
| (8) | Remove the loop clamp (5) from the primary fuel tube assembly (6). |
| (1) | Pre-SB25039: Remove lockwire (PWC05-089) from drain tube (2, Fig. ) and combustor case lug. |
| (2) | Post-SB25039: Remove lockwire (PWC05-089) from drain tube (2, Fig. ) and lower bypass duct bracket (5) . |
| (3) | Remove drain tube (2) , (Fig. ) and gasket (1) from bottom of combustor outer case. Discard gasket (1). |
| (4) | Remove bypass duct support ring(13) ,(Fig. ). |
| (5) | Attach sling (4) (PWC43022) to combustor assembly (6) and attach sling to suitable hoist. Adjust hoist to support the weight of the combustion chamber assembly. |
| (6) | Remove 11 nuts (7) , 11 bolts (9) and upper bracket assembly (2) (Fig. , Ref. Location B). |
| (7) | Remove nine nuts (7), nine bolts (9) and lower bracket assembly (5) (Fig. , Ref. Location B). |
| (8) | Remove remaining 80 nuts (7), bolts (8) , (10) and four blanking plates (3) . |
| (9) | Install four jacking screws (PWC32396-100) in holes previously covered by blanking plates (3). |
| (10) | Slowly separate combustor assembly from gas generator case by simultaneously turning jacking screws and gently tapping on the front face of the turbine disk air nozzle (11) . |
| (11) | Remove and discard seal ring (12) . |
| (12) | Put combustor on bench and remove sling. |
| (13) | Remove jacking screws from combustor case. |
| (1) | Remove two igniters (2) , (Fig. ) and gaskets (3) . |
| (2) | Remove bolts (8) , (Fig. ) and the tube retaining plates (9) . |
| (3) | Remove 24 fuel manifold tube assemblies (6) from fuel nozzles and fuel inlet nozzle with puller (PWC60288) . |
| (4) | Remove bolts (10) and three fuel nozzles (2) , 120 degrees apart, and install three locators (6, Fig. ) (PWC61148). |
| (5) | Secure locaters (6) with screws (7) fingertight. |
| (6) | Remove bolt (10, Fig. ) and the fuel inlet nozzle (1). |
| (7) | Remove the remaining bolts (10) and the fuel nozzles (2). Completely remove one nozzle before proceeding to the next. |
| (8) | Remove and discard the metal gaskets (11) from 23 fuel nozzles (2) and one fuel inlet nozzle (1) . |
| (9) | Remove and discard the preformed packings (3) from the fuel nozzles. |
| (10) | Remove the inner fuel manifold tubes (5) from the outer fuel manifold tubes (7) . Remove and discard the preformed packings (4) . |
| (11) | Place closures over all openings of fuel nozzles and fuel inlet nozzle and place in individual containers. |
| (12) | Remove locaters and remove combustion chamber liner. |
6. Installation
| (1) | Install alignment pins (PWC64241-3), one in offset hole of inner liners (3) . |
| (2) | Install outer outer liner (1) over inner liner (3) aligning pin and offset hole of outer liner. |
| (3) | Remove alignment pins. |
| (4) | Lubricate bolt (2) with engine oil (PWC03-001), and install in smaller offset hole. |
| (5) | Lubricate remaining bolts with engine oil (PWC03-001) and install around inner and outer flange. |
| (6) | Starting with bolt at offset hole, tighten bolts 36 to 40 lb.in (4.0-4.6 Nm) in a star pattern. |
| (1) | Install combustor outer case (4) , (Fig. ) on base (5) (PWC61723). |
| (2) | Install liner (1) in case (4). |
| (3) | Install three alignment pins (6) (PWC61148), each 120 degrees apart, in case (4) to align liner and case. Fasten pins (6) with bolts (7) fingertight. |
| (4) | Install gaskets (3) on igniters (2) and install in case (4). Make sure igniters can be seated by hand, then torque to 350 lb.in. (39.5 Nm). |
| (1) | Lubricate preformed packings (4) with engine oil (PWC03-001) and install on inner fuel manifold tubes (5) . |
| (2) | Introduce inner manifold tubes (5), with side having an extra shoulder, into outer manifold tubes (7) , through end with flats. Thread inner manifold tubes (5) into outer manifold tubes (7) until threaded shoulder on inner tube is trapped between shoulders of outer tube. |
| (3) | Lubricate preformed packings (3) with engine oil (PWC03-001) and install on inlet nozzle (1) and fuel nozzles (2) . |
| (4) | Insert 24 fuel manifold tube assemblies, (6) onto 23 fuel nozzles (2) and one inlet
fuel nozzle (1).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
|
| (5) | Install 24 metal gaskets (11) on 23 fuel nozzles (2) and one inlet nozzle (1). |
| (6) | Put inlet nozzle (1) in combustor assembly, at bottom center location. Make sure nozzle enters combustion chamber liner. Install one bolt (10) fingertight. |
| (7) | Insert 21 secondary and 2 primary fuel nozzle assemblies (2) in combustor assembly. |
| (8) | Install bolts with solid heads (8 and 10) on secondary and inlet nozzles, fingertight. |
| (9) | Install 2 bolts (10) with drilled heads, one on each primary fuel nozzle, fingertight. Install each bolt on side without retaining plate. |
| (10) | Slide 24 fuel manifold tube assemblies (6) over fuel nozzles until retaining plate locking grooves are exposed. |
| (11) | Insert one tube retaining plate (9) into locking groove of inlet nozzle (1). Secure with one bolt (8) fingertight. |
| (12) | Insert remaining 23 tube retaining plates (9) into locking grooves in 23 fuel nozzles (2). Install remaining bolts fingertight. |
CAUTION: MAKE SURE ALL THE NOZZLES ARE ALIGNED CORRECTLY.
CAUTION: MAKE SURE ALL FUEL NOZZLE GASKETS ARE CORRECTLY INSTALLED IN LINER BEFORE TORQUING
OF FUEL NOZZLE NUTS.
| (13) | Torque bolts (8 and 10) 36 to 40 lb.in. (4.0-4.6 Nm) at 48 places. |
| (14) | Visually inspect to make sure the gaskets are correctly installed and not pinched between the fuel nozzles and the combustion chamber. Rotate the combustion chamber, if necessary. |
| (15) | Secure bolts on primary fuel nozzles with lockwire (PWC05-089). |
| (16) | Do a leak check of the fuel manifold and nozzles (Ref. Adjustment/Test). |
| (1) | Put a new gasket (1) , (Fig. ) on drain tube (2) and install in bottom of combustor outer case. Torque 90 to 100 lb.in (10-11 Nm). |
| (2) | Pre-SB25039: Lockwire (PWC05-089) between drain tube (2) and combustor case lug. |
| (3) | Post-SB25039: Lockwire (PWC05-089) between drain tube (2) and lower bypass duct bracket (5) . |
| (4) | Install seal ring (12) , (Fig. ) on gas generator flange. |
| (5) | Center seal ring with four to six pieces of shim stock, 0.010 in. (0.25 mm) thick, equally spaced around gas generator case flange. Apply small amounts of bees wax (PWC06-015), at eight places minimum, to hold seal in place. |
| (6) | Remove shim stock. |
| (7) | Install sling (4) (PWC43022) on combustor outer case (6) and lower combustor over diffuser pipes until one inch of clearance exists between the combustor and gas generator case. |
| (8) | Install cooling ring set (PWC61012) with dry ice, and cool flange at combustor and gas generator case. |
| (9) | Lower combustor assembly into place aligning offset hole. Combustor should seat without force to prevent damage to seal ring. |
CAUTION: DO NOT LUBRICATE THREADS.
| (10) | Install four jacking insert blanking plates (3) on flange H at locations A with eight nuts (7) and bolts (8) . Tighten nuts (7) fingertight. |
| (11) | Install 72 bolts (10) and nuts (7) at unidentified locations. Tighten nuts (7) fingertight. |
| (12) | Pull down combustor by tightening nuts in a star pattern evenly in groups of four 62 to 72 lb.in. (7.0-8.0 Nm) until seated. |
| (13) | Remove sling from combustor assembly. |
CAUTION: DO NOT LUBRICATE THREADS.
| (14) | Align offset hole and install upper bypass duct bracket assembly (2) on combustion chamber outer case. Install eleven nuts (7) and bolts (9) at location B. Tighten 62 to 72 lb.in. (7-8 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (15) | Install lower bypass duct bracket assembly (5) with bottom center tab aligned with combustion chamber drain. Install nine nuts (7) and bolts (9), at location B. Tighten 62 to 72 lb.in. (7-8 Nm). |
| (16) | Secure drain tube (2) to bracket (7) with lockwire (PWC05-089). |
| (17) | Place rear support ring (13) over combustor. |
E. Measurement of the Circular Runout of Combustor
| (1) | Refer to Chapter 72-50-01. |
COMBUSTOR - ADJUSTMENT/TEST
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
Not Applicable
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC60718 | Test Kit |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Testing
| (1) | Install plug (1) in main fuel passage. |
| (2) | Install inlet adaptor (3) in fuel inlet nozzle (2) and lock in place using locking clamp (4). |
| (3) | Connect the pressure test kit (PWC60718) to inlet adaptor (3). |
| (4) | Make sure test kit valve selector (6) is in the OFF/TEST position as shown in figure. |
| (5) | Make sure nitrogen regulator (7) is closed, if regulator it is not preset. |
| (6) | Open nitrogen gas tank and adjust regulator to 100 to 150 psi (689.5 to 1034.2 kPa), if regulator is not preset. |
| (7) | Turn valve selector (6) to COMBUSTOR position. Make sure gauge reads 100 to 150 psi (689.5 to 1034.2 kPa). |
| (8) | Turn test kit valve to the OFF /TEST position and turn nitrogen gas tank to OFF. |
| (9) | Monitor manifold pressure for 5 minutes minimum. No pressure drop allowed from manifold pressure gauge. |
| (10) | If pressure drop is noted, investigate source and rectify. |
| (11) | Re-test fuel manifold assembly after rectification. |
| (12) | Turn test kit valve to BLEED OFF position prior to tool removal. |
| (13) | Remove clamp, test adapter, plug and test kit upon completion of test. |
COMBUSTOR - INSPECTION/CHECK
1. General
A. This section provides instructions and limits, required to perform visual bench
check/inspection of the Combustion Chamber Outer Case, Combustion Chamber LIner, Fuel
Nozzles and Igniter Plugs.
NOTE: These inspection procedures can only be performed during Heavy Maintenance.
B. It is recommended that a magnifying glass of at least 10X power be used when visually
inspecting for damage.
C. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
D. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
A. Visual Check
| (1) | Inspect for cracks. No cracks permitted. |
| (2) | Inspect for nicks or dents. Maximum of 15 acceptable to a depth of 0.003 inch (0.08 mm) provided damage is removed to a maximum depth of 0.005 inch (0.13 mm) and separated by a minimum distance of 0.250 inch. |
| (3) | Inspect igniter boss thread for damage. Minor damage may be removed by blending (Ref. 70-00-00 REPAIR). |
| (4) | Check for loose, broken or damaged jacking inserts. Replace as necessary (Ref. 70-00-00 REPAIR). |
| (5) | Check for loose, broken or damaged threaded inserts. Replace as necessary (Ref. 70-00-00 REPAIR). |
A. Visual Check
| (1) | For Pre-SB25108, the following conditions are acceptable:
|
| (10) | For Post-SB25108, the following conditions are acceptable (Ref. Fig. ):
|
| (27) | Burned through holes on combustion liner walls are not acceptable and require repair. |
| (28) | Fretting wear on floating collars:
|
7. Fuel Nozzles
A. Visual Check
| (1) | Inspect for cracks. No cracks permitted. |
| (2) | Inspect for fretting of sheath. Acceptable to 50 percent of wall thickness. |
| (3) | Inspect for burning or erosion of nozzle tip. Reject if damage evident on tip inner surface. |
A. Visual Check
| (1) | Inspect the external sheath of each igniter at Dia. A for chafing and wear. Replace
igniter if the following limits are exceeded:
|
| (4) | Inspect end face,View B for:
|
COMBUSTOR - REPAIR
1. Repair
Information transferred to 70-00-00 REPAIR.
72.50 Turbine Section
72.50.00 Turbine Section
TURBINE SECTION- DESCRIPTION AND OPERATION
The HP turbine housing is a cylindrical nickel-alloy forging, machined to accommodate
the second-stage (HP) turbine vane ring, and first and second-stage shroud segment
assemblies. A flange on the outside diameter supports the housing at Flange E, sandwiched
between the combustion chamber outer case and the low pressure turbine module.
The first-stage HP turbine stator assembly comprises 10 individually cast nickel-alloy
triple-vane segments held in place by inner and outer machined nickel-alloy shroud
rings. The stator assembly is located between the combustion chamber liner exit and
the first-stage HP turbine. The vanes ensure that the expanding gases are directed
to the HP turbine blades at the proper angle to drive the turbine.
A flange on the front of the outer shroud supports the combustion chamber liner and
a circular retaining plate for the vane segments. A circumferential groove on the
rear of the outer shroud accommodates an interstage sealing ring, while 30 slots equally
spaced around the shroud allow compressor delivery (P3) air to pass through the vanes
for cooling. This cooling air passes through the vanes and exits into the gas path
through slots in the airfoil leading and trailing edges.
The inner shroud locates the vane segments with lugs and a circumferential groove
and is secured to the tangential on board injection nozzle assembly at its inside
diameter.
The second-stage HP turbine vane ring consists of an integrally cast nickel-alloy
vane ring having 30 vanes. The vanes ensure that the expanding gases are directed
to the second-stage HP turbine blades at the optimum angle to drive the turbine.
The outer platform has lugs extended radially outwards to locate in slots machined
in the shroud housing. The outside diameter has a circumferential groove which accommodates
an interstage brush sealing ring.
The interstage baffle assembly, interposed between the first and second-stage HP turbines,
is riveted to the second-stage vane ring. The baffle directs secondary cooling air
up the front face of the second-stage turbine disk.
Twenty-four shroud segments for the first and second-stage HP turbines are seated
in circumferential grooves in the stator housing and are held in position by retaining
rings. The shroud segments act as a seal and provide running clearance for the HP
turbine blades.
The HP turbine rotor balancing assembly consists of a two-stage turbine assembly,
held together by a lug and slot arrangement, mounted on the rear end of the balanced
HP turbine shaft by means of an internal spline. The assembly is secured on the shaft
by a spanner nut, keywasher and retaining ring. The first and second-stage disk and
blade assemblies incorporate 45 and 45 nickel-alloy blades, respectively, and each
blade is located in a fir-tree serration in the circumference of the turbine disks.
A cover, fitted to the front face of the first-stage disk, directs cooling air from
the nozzle near the hub of the disk along the face of the disk, up through the blade
roots and into the hollow turbine blades. Additionally, the cover retains the front
of the first-stage blades and serves as the rotating portion of two labyrinth air
seals. A similar cover, mounted on the rear of the first-stage disk, secures the
rear of the blades and serves as the rotating portion of the interstage labyrinth
air seal. The blades of the second-stage HP turbine are secured to the disk by a
rear cover plate.
Each HP turbine disk incorporates a flange for disk balancing; the front flange is
secured by a retaining ring to the first-stage disk, while the rear flange is an integral
feature of the second-stage disk. The required number of classified weights and rivets
is determined during initial assembly balancing.
The LP turbine module consists of a three-stage turbine rotor balancing assembly and
three stator assemblies with interstage baffles, contained in a nickel-alloy casing.
The three stages are numbered with respect to the complete engine, i.e. third, fourth,
and fifth-stage.
The LP turbine rotor balancing assembly consists of three nickel-alloy disks, each
having fir-tree serrations machined in their outer circumferences. The serrations
mount 76, 62 and 68 blades to the third, fourth and fifth-stage disks, respectively.
Each blade has an integral tip shroud which forms part of a continuous ring when all
blades are assembled to the disk. The blades are each retained in their disk by a
rivet. The third and fifth-stage disks are bolted to the fourth-stage disk, which
mounts on the LP compressor shaft by means of an internal spline. A balancing rim
on the front of the third-stage disk and rear of the fifth-stage disk provides for
balancing of the assembly, prior to installation on the shaft.
The third-stage LP turbine stator assembly consists of a 70-vane ring and a concentric
nickel-alloy turbine interstage baffle assembly. A circumferential groove on the
front of the outer platform accommodates two interstage sealing rings. Eight bosses
radially disposed around the circumference contain sleeves which attach the stator
assembly to the LP turbine case and locate T4.5 thermocouple probes in the gas path.
The stator assembly mounts on the first-stage LP turbine outer air seal with lugs
at the rear of its outer platform. An interstage baffle riveted to the front of the
inner platform prevents dissipation of gas heat to the disk faces and incorporates
a honeycomb stator air seal at its inner diameter.
The fourth-stage turbine assembly comprises 71 vanes and is supported at the rear
outer platform by the LP case. A circumferential groove at the front accommodates
two sealing rings which close the gap between the stator outer platform and the LP
case. An interstage baffle with a honeycomb stator air seal at its inner diameter
is riveted to the front of the inner platform.
The fifth-stage stator assembly has 74 vanes and fits into the rear of the fourth-stage
LP turbine outer air seal with lugs at the front of its outer platform. The rear
of the stator assembly has locating lugs on the outer platform which locate in slots
in the rear flange of the LP case (Flange F). An interstage baffle/air seal is riveted
to the front of the inner platform.
The LP turbine case is a bell shaped cast assembly with front and rear flanges. The
front flange is bolted to the rear of the combustion chamber outer case (Flange E)
and the rear flange is bolted to the turbine exhaust case (Flange F). Eight bosses,
radially disposed around the front end of the case, provide mounting for the T4.5
thermocouple probes. A slotted integral land on the inside of the case provides a
mount for the second-stage stator assembly. The fifth-stage stator assembly and turbine
outer air seal ring mount on the aft end of the case (Flange F) with slots and lugs.
The three turbine outer air seal rings each have a honeycomb air seal ribbon brazed
to its inside diameter. The air seals are machined to lock in place with the stator
assemblies.
The turbine exhaust case assembly comprises concentric inner and outer weldments,
supported by 12 equally spaced hollow struts. The forward outer flange of the exhaust
case bolts to the rear flange of the LP turbine case, forming Flange F.
The center weldment of the case houses the No. 4 bearing compartment as well as features
for accepting pressure and scavenge oil delivery and two N1 speed probes. The outer
weldment of the case incorporates an integral exhaust mixer.
A strut at the 4 o'clock position provides a passage for the No. 4 bearing pressure
oil tube and two tubes housing the N1 speed probe cables. The pressure oil tube leads
to an internal oil strainer located at the center of the duct. The N1 speed probe
cables bolt to pads on the rear face of the duct. A strut at the 6 o'clock position
provides passage for the emergency fuel shutoff control rod, while the strut at the
8 o'clock position houses the internal No. 4 bearing scavenge oil line. The scavenge
and pressure oil tubes are welded in place and further secured with loop clamps and
two mounting brackets. External tubes mounted on each side of the duct connect with
engine external pressure and scavenge oil delivery tubes. Bosses at the bottom of
the duct support a triangular mounting bracket for the bellcrank to which the emergency
fuel shutoff control rod is linked.
The forward inside flange of the exhaust duct supports a heatshield which provides
thermal protection to the No. 4 bearing compartment. A flange on the rear inside
diameter of the duct provides a mounting location for a removable exhaust duct cone.
The exhaust duct center bore supports the No. 4 roller bearing, which is sealed at
the front by a labyrinth air seal and a carbon seal. The exhaust duct itself houses
the No.4 bearing outer race. The rear of the compartment is sealed by an integral
cover which houses an oil jet strainer for pressure oil, a scavenge oil outlet, two
N1 speed probes and the mechanical fuel shutoff trigger mechanism.
The emergency fuel shutoff control linkage in the rear of the exhaust case is part
of the engine fuel shutoff system. It comprises a contact pin, installed an established
dimension away from the LP turbine shaft, a lever, a control rod and a bellcrank.
If the LP turbine shaft makes contact with the pin, the linkage and bellcrank are
designed to actuate, and pull the overspeed linkage cable secured to the bellcrank
(Ref. 73-10-05).
72.50.01 HP Turbines
HP TURBINE - REMOVAL/INSTALLATION
1. General
A. The following section describes the removal and installation of the HP turbines.
The procedures described in this section can only be done during Heavy Maintenance.
B. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
C. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC04-003 | Synthetic Grease |
| PWC05-018 | Pencil |
| PWC05-018A | Pencil |
| PWC05-066A | High Temperature Pressure Sensitive Tape |
| PWC05-293 | Crayon, Metal marking |
| PWC05-298 | Penetrating Fluid |
| PWC06-009 | Anti-seize Compound |
| PWC06-015 | Beeswax |
| PWC09-002 | Locking and Retaining Compound |
| PWC11-014 | Isopropyl Alcohol |
| PWC11-027 | Petroleum Solvent |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC32514 | Lifting Eye | HPT Module |
| PWC37807 | Hydraulic Pump | Various |
| PWC40323 | Puller | Replaces PWC43205 |
| PWC40601 | Rod Adapter, Stubshaft | Replaces PWC40258 |
| PWC40653 | Adapter | Replaces PWC60842 |
| PWC40781 | Adapter, Dyno-Torque Wrench |
|
| PWC41050 | Wrench | HPT Module |
| PWC43057 | Pusher | HPT Module |
| PWC43206 | Drift | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC43209 | Puller | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC43215 | Base | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC43250 | Protector | HPT Module |
| PWC60101 | Adapter Ring | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC60102 | Gage | HPT Housing Assembly |
| PWC60136 | Controller | Various |
| PWC60152 | Platen | HPT Module |
| PWC60177 | Puller | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC60376 | Stand | HPT Module |
| PWC60377 | Revolving Ring | HPT Module |
| PWC60398 | Spacer | HPT/Shroud Housing Assembly |
| PWC60415 | Puller | HPT/Shroud Housing Assembly |
| PWC60418 | Puller | HPT Module |
| PWC60434 | Socket | HPT Module |
| PWC60435 | Adapter | HPT Module |
| PWC60437 | Drift | First-stage HPT Vane Assembly |
| PWC60440 | Fixture | Various |
| PWC60464 | Retainer | HPT Blades |
| PWC60474 | Base | First-stage HPT Vane Assembly |
| PWC60475 | Drift | First-stage HPT Vane Assembly |
| PWC60487 | Ring | HPT Housing Assembly |
| PWC60550 | Ring | HPT Housing Assembly |
| PWC60623 | Lifting Fixture | HPT Module |
| PWC60658 | Ring | HPT Module |
| PWC60719 | Support | HPT Module |
| PWC60731 | Fixture | HPT Module |
| PWC60738 | Fixture | HPT Housing Assembly |
| PWC60791 | Gage | HPT Spacer |
| PWC60805 | Protector | Various |
| PWC60810 | Drift | Second-stage Vane Ring |
| PWC60813 | Handle | Second-stage Vane Ring |
| PWC60818 | Puller/Pusher | First-stage HPT Assembly |
| PWC60841 | Base | First-stage HPT Vane Assembly |
| PWC60843 | Drift | Various |
| PWC60844 | Base | Second-stage Vane Ring |
| PWC60916 | Heater | HPT Module |
| PWC60923 | Adapter Plate | HPT Module |
| PWC61030 | Runout Fixture | HPT Module |
| PWC61034 | Base | First-stage HPT Vane Assembly |
| PWC61423 | Adapter | First-stage HPT Vane Assembly |
| PWC61544 | Assembly Fixture | First-stage HPT Vane Assembly |
| PWC61580 | Holder/Pusher | HPT Module |
| PWC61765 | Guide - HPT Assy | HPT Module |
| PWC61768 | Fixture | Second-stage Vane Ring |
| PWC61774 | Adapter | HPT Module |
| PWC61775 | Holder | HPT Module |
| PWC61790 | Fixture | First-stage HPT Vane Assembly |
| PWC61813 | Puller | First-stage HPT Vane Assembly |
| PWC61820 | Puller | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC61821 | Drift | No. 3 Bearing Rear Cover and Rotor Air Seal |
| PWC61823 | Pad | Various |
| PWC62400 | Base | First-stage HPT Vane Assembly |
| PWC62546 | Drift | First-stage HPT Vane Assembly |
| PWC64241-2 | Guide Pin | HPT Module |
| PWC64241-3 | Pin, Nose Cone Onto Fan | First-stage HPT Vane Assembly |
| PWC64330 | Cooling Ring | Obsolete - replaced by PWC89835 |
| PWC71392 | Adapter | Replaces PWC32505 |
| PWC89835 | Air Cooling Tool | Alternate to PWC64330 |
| PWC89837 | Cylinder, Hydraulic | Replaces PWC32506 |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. HP Turbine Module
| (1) | Measure the second-stage HP turbine disk radial tip clearance (RTC) at four locations equally spaced around shroud housing. Record as Dim. B. |
| (2) | Measure the second-stage HP turbine disk RTC :
|
| (7) | Locate the scallop in the stubshaft adjacent to the retaining nut and mark a line,
with an approved marker, on the HP turbine rear cover (4, Fig. ) in line with the scallop center line.
NOTE: This line marking will be used during the assembly of the HP turbine disk to return
the rotating assemblies to the original balanced position, i.e. in line with the scallop
on the stubshaft.
|
| (8) | Remove the retaining ring (1) and the keywasher (2) . |
| (9) | Soak the threads of the HP turbine retaining nut and compressor rotor stubshaft with penetrating oil (PWC05-298). Rotate the turbine several times, to allow the oil to penetrate the thread. Let oil soak for 30 minutes before trying to loosen nut. |
| (10) | Heat nut with a suitable heatgun for 30 minutes. |
| (11) | Install the support (PWC60719) on flange E with three bolts. |
| (12) | Install the socket (PWC60434) on the HP turbine cover and the adapter (PWC60435) over the socket and engage the anti-rotation scallop. |
CAUTION: DO NOT EXCEED 1200 lb.ft. (1627 Nm) WHILE LOOSENING NUT.
| (13) | Install the anti-rotation adapter (PWC40781) and wrench (PWC41050) on socket and loosen the retaining nut (3) . |
| (14) | If the HPT retaining nut will not loosen, remove the adapter (PWC60435), the socket (PWC60434) and the support (PWC60719), and proceed as follows with the drilling fixture (PWC60731):
CAUTION: DO NOT USE HOLE IN LINE WITH EITHER OF TWO DIMPLES IN HPT NUT.
|
| (26) | Remove the tools and the retaining nut. |
| (27) | Locate the scallop in the stubshaft and mark a reference line on the HP turbine rear cover (4) in line with the scallop. Use an approved marker to mark the line. |
| (28) | Install adapter (6, Fig. ) (PWC71392), cylinder (7) (PWC89837), pad (4) (PWC61823) and puller (5) (PWC60418). |
CAUTION: HANDLE COVER WITH CARE. NO DAMAGE IS ALLOWED.
| (29) | Connect pump (PWC37807) to cylinder, and remove the HP turbine cover (4, Fig. ). |
| (30) | Remove disassembly tools. |
| (31) | Locate the scallop in the stubshaft and mark a line on the
second-stage HP turbine disk (5)
in line with the scallop center line on the stubshaft. Use an approved marker to
mark the line.
NOTE: This line marking will be used during the assembly of the HP turbines to return
the rotating assemblies to the original balanced position, i.e. in line with the scallop
on the stubshaft.
|
| (32) | Remove the second-stage shroud segment retaining ring (11) . |
| (33) | Install reaction pad (4, Fig. ) (PWC61823). |
| (34) | Install split body of puller (5) (PWC60415) over lip of second-stage turbine disk (5, Fig. ). |
| (35) | Install sleeve of puller over split-body. |
| (36) | Install lifting fixture (2) (PWC60623) to HP turbine module as follows:
|
| (42) | Install lifting eye (PWC32514) and lifting arm (1). |
| (43) | Support fixture (2) (PWC60623) with engine hoist or chain block. |
| (44) | Screw cylinder (7) (PWC89837) into adapter (6) (PWC71392). |
| (45) | Install adapter (6) (PWC71392) on end of puller. Make sure lock of adapter aligns with the word “LOCK” on puller. |
| (46) | Attach pump (PWC37807) to cylinder (7) (PWC89837). |
CAUTION: MAKE SURE FIRST-STAGE HP TURBINE DISK DOES NOT FALL FROM ASSEMBLY.
| (47) | Apply pump pressure to puller and slowly remove HP turbine module. When the front face of the HP first-stage turbine disk (7) , (Fig. ) is accessible, move the safety arms of the lifting fixture in position and install pin. |
| (48) | Carefully lower turbine assembly or assemblies onto fixture (PWC60440). |
| (49) | Remove seal ring (8) , (Fig. ) from first-stage HP turbine vane. |
| (50) | Install protector (PWC43250) over shaft. |
6. First-stage HP Turbine
| (1) | If the first-stage HP turbine assembly remains in the engine after the second-stage
HP turbine assembly is removed, proceed as follows:
|
7. HP Turbine/Shroud Housing Assy.
| (1) | Measure the first-stage HP turbine disk radial tip clearance:
|
| (6) | Put holding fixture (7) (PWC60440) on bench, push two holding arms in to center of fixture, and put HP turbines and housing assembly on holding fixture. |
| (7) | Mark a line on the first-stage HP turbine disk in line with the marking on the second-stage
HP turbine disk done on the previous operation. Use an approved marker to mark the
line.
NOTE: This line marking will be used during the assembly of the HP turbines to return
the rotating assemblies to the original balanced position, i.e. in line with the scallop
on the stub shaft.
|
| (8) | Install reaction pad (2) (PWC61823), spacer (4) (PWC60398), puller (3) (PWC60415), adapter (8) (PWC71392) and cylinder (1) (PWC89837). |
CAUTION: DO NOT PUMP ON PULLER MORE THAN NECESSARY TO BREAK THE FIT.
| (9) | Connect pump (PWC37807) to cylinder and apply pressure to disengage the two disks. |
| (10) | Install retainer (PWC60464) and remove second-stage HP turbine disk assembly (5) . |
| (11) | Remove HP turbine housing. |
| (12) | Push holding arms into the center of the holding fixture, until two clamps disengage from first-stage HP turbine (6) . |
| (13) | Remove first-stage HP turbine (6) from holding fixture. |
| (14) | Place the removed parts in separate containers. |
8. HP Turbine Housing and Second-stage Turbine Stator
NOTE: The HP turbine housing and second-stage turbine stator should be inspected as an
assembly and therefore does not need to be disassembled. However, if damage is noted,
disassemble as required.
| (1) | Remove shroud retaining ring (11) . |
| (2) | Remove No. 1 shroud segment (9) from turbine housing (5) by lifting segment up to disengage the locking feature. |
| (3) | Pull segment into center of turbine housing. |
| (4) | Remove remaining segments (9) and seals (10) . |
| (5) | Remove retaining ring (8) . |
| (6) | Remove second-stage vane assembly (7) and piston seal (6) . |
| (7) | Remove 24 first-stage shroud segments (3) and 24 seals (2) . |
| (8) | Remove seal (1) . |
9. First-stage HPT Vane Assembly
NOTE: 1. The first-stage HPT vane can be removed at this time to allow access to the combustion
chamber liner for inspection purposes. The vane can also be removed with the combustion
chamber case assembly (Ref. 72-40-01).
NOTE: 2. The HPT vane ring should be inspected as an assembly. Disassembly is only required
if vane segments require replacement.
| (1) | Put an index mark, with an approved marker, at 12 o'clock position across both bolting flanges of the first-stage HPT vane. |
| (2) | Pre-SB25108:
|
| (5) | Post-SB25108:
|
| (8) | Install three slave nuts and bolts (3) to fasten vane assembly together. |
| (1) | Remove bolts (5) and nuts (4) if installed (Ref. Section B-B). |
| (2) | Number all vane segments (2) (Ref. View C), with an approved marker, from 12 o'clock counterclockwise. |
| (3) | Install and fasten first-stage HP turbine vane assembly (2) on base (12). |
| (4) | Install drift (11) on first-stage HP turbine vane assembly (2). |
| (5) | Install cylinder (10) to drift (11) and pump (PWC37807) to cylinder. |
| (6) | Put some dry ice in the cavity area on the first-stage HP turbine vane assembly (2) and slowly apply 1000 psi pressure on the drift (11). |
| (7) | Remove HP turbine disk air nozzle assembly (3) . |
| (8) | Post-SB25211: Gently tap the HP turbine stator front inner support (13) with a soft faced hammer to remove from the HP turbine disk air nozzle assembly (3). |
| (9) | Remove vane segments (2) from fixture, turn vane over and remove
HP turbine stator inner support (6)
with suitable soft faced hammer.
NOTE: If the HP turbine stator inner support (6) cannot be removed with suitable soft
faced hammer, then the inner shroud removal fixture (PWC61790) may be used.
|
| (10) | Install HP Turbine vane outer shroud (1) on base (PWC61034). |
| (11) | Remove vane segments (2), inner air seals (7) and outer air seals (8) . |
| (12) | Remove air seal (9) (Ref. Detail A). |
| (1) | Identify the 12 o'clock position of the outer shroud by applying a temporary "X" mark on the lug adjacent to the anti-rotation slot with an approved marker (PWC05-018A). |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (2) | Put HP turbine vane outer shroud (1) in the oven at 177 to 204°C (350 - 400°F) for 15 to 30 minutes. |
| (3) | Put air seal (9) in freezer at -40°C (-40°F) for 15 to 30 minutes. |
| (4) | Install air seal (9) on HP turbine vane outer shroud assembly (1), as shown (Ref. Detail A). |
CAUTION: MAKE SURE VANE ASSEMBLIES ARE THE SAME CLASS AND LOCATED IN THE SAME POSITION AS
THOSE REMOVED.
| (5) | Install 10 vane assemblies (2) without the seals (7) and (8) starting with vane No. 1 in line with the index mark at the 12 o'clock position. |
| (6) | Install the remaining nine numbered vane assemblies in consecutive order, counterclockwise direction. |
| (7) | Keep a zero gap setting on all the HP turbine vane assemblies except between segments No. 5 and No. 6, as shown. |
| (8) | Measure the gap by measuring the gap between vane assemblies No. 5 and No. 6. |
| (9) | The minimum gap permissible is 0.110 inch (2.79 mm). |
| (10) | Remove all the vane assemblies from the outer shroud. |
| (11) | Install 10 vane outer air seals (8) and 10 vane inner air seals (7) in first-stage HPT vane assemblies (2) (Ref. View C). Hold air seals in place with synthetic grease (PWC06-015). |
| (12) | Identify the offset holes on the
turbine disk air nozzle (3)
and
inner support (6)
by marking an "X" adjacent to the offset holes with an approved marker (PWC05-18A).
NOTE: Due to the minimal offset distance, the offset hole on the air nozzle is not readily
visible and can only be determined with a suitable measuring device. The offset hole
on the inner support is a smaller diameter than the other twenty-three holes and has
an electro-etched "X" adjacent to the hole.
|
CAUTION: MAKE SURE VANE ASSEMBLIES ARE THE SAME CLASS AND LOCATED IN THE SAME POSITION AS
THOSE REMOVED.
| (13) | Install No. 1 segment in the outer shroud (1) and align the vane lug with the shroud slot in line with the index mark. |
| (14) | Install vane segments on each side of No. 1 segment seals. No gap between each segment until all segments are in and a gap remains at the bottom as shown. |
| (15) | Engage seals at gap and move outward until correctly seated in outer shroud. Make sure that seals are correctly installed between each vane segment by slightly separating vanes one at a time and confirming seals are properly engaged and have not been damaged. |
CAUTION: DO NOT FORCE VANE SEGMENTS TOGETHER. DAMAGE TO THE AIR SEAL COULD RESULT.
| (16) | Install 0.011 to 0.023 inch (0.28 - 0.58 mm) shim between each vane segment to keep gap during assembly. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (17) | Put vane assembly (2) in oven at 177 to 204°C (350 - 400°F) for 15 to 20 minutes. |
| (18) | Pre-SB25104:
WARNING: USE HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
CAUTION: MAKE SURE THAT THE CHAMFERS OF VANE AND INNER SHROUDS ARE ALIGNED.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE HP TURBINE DISK AIR NOZZLE ASSEMBLY IS SEATED EVENLY ON HP TURBINE VANE
ASSEMBLY.
|
CAUTION: MAKE SURE AIR NOZZLE IS SEATED EVENLY ON THE VANE ASSEMBLY.
| (25) |
Post-SB25104/Pre-SB25211:
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE THAT THE CHAMFERS OF THE HP TURBINE VANE ASSEMBLY AND THE HP TURBINE STATOR
INNER SUPPORT ARE ALIGNED.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE HP TURBINE DISK AIR NOZZLE ASSEMBLY IS SEATED EVENLY ON HP TURBINE VANE
ASSEMBLY.
|
| (36) | Post-SB25211:
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE THAT THE CHAMFERS OF THE HP TURBINE VANE ASSEMBLY AND THE HP TURBINE STATOR
REAR INNER SUPPORT ARE ALIGNED.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE THAT THE CHAMFER EDGE OF THE HP TURBINE STATOR FRONT INNER SUPPORT IS
FACING DOWN WHILE INSTALLING.
CAUTION: MAKE SURE THAT THE LUGS ARE ENGAGED BEFORE INSTALLING HP TURBINE VANE ASSEMBLY.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE VANE IS SEATED EVENLY.
|
| (54) | Apply 1800 to 2000 psi (12,410.5 - 13,789.5 kPa) pressure and keep pressure until assembly reaches room temperature. |
| (55) | Install three equally spaced slave bolts (5) and nuts (4) . |
| (56) | Torque nuts 36 to 40 lb.in. (5.5 - 6 Nm). |
| (57) | Install shims at 10 places at location G. Shim thickness ranges from 0.011 to 0.023 inch (0.28 - 0.58 mm). |
CAUTION: GAP MUST BE 0.011 INCH (0.28 MM) MINIMUM TO 0.023 INCH (0.58 MM) MAXIMUM WHEN CHECKED
SIMULTANEOUSLY.
| (58) | Measure gaps at locations G between HP turbine vane segments at 10 places with shim stock. Check minimum and maximum gap. |
| (59) | Remove all shims after checking the gaps. |
| (60) | Examine the alignment of the HPT vane cooling passage relative to the large holes in the HPT vane shroud vane. Make sure there is no misalignment with the HPT outer shroud which could cause partial occlusion of the airfoil cooling passage way. |
| (61) | Do a check of the vane assembly flow area (F&C REF. NO. 1851) if a facility is available
to perform this check.
NOTE: To recover engine performance loss due to compressor deterioration, a flow area
lower than 11.60 sq. in. is acceptable, providing the engine does not surge during
handling test.
|
| (1) | Install 2 alignment pins (1) (PWC64241-3) at the
turbine disk air nozzle support location (2)
.
NOTE: Do not use the offset hole at the TDC location.
|
| (2) | Install 2 alignment pins (1) at the combustion liner location. |
| (3) | Install the heating adapter (PWC61423). |
| (4) | Install the vane (3) on the adapter. |
| (5) | Set the temperature control on the controller (PWC60136) to 400°F (204°C). |
| (6) | Set the selector switch 'TOOL/PLATEN' to PLATEN. |
| (7) | Set the controller power switch to ON. |
| (8) | Set the timer to 20 minutes. |
| (9) | Press HEATER START and TIMER START. |
| (10) | At sound of timer alarm select RESET. |
| (11) | Set controller power switch to OFF. |
| (12) | Pre-SB25108: Install vane assembly with X mark at 12 o' clock and offset hole(s) aligned (F&C REF. NO. 1386). |
| (13) | Post-SB25108:
|
| (17) | Make sure the assembly is installed within 30 seconds of removal from adapter. |
| (18) | Remove guide pins (1). |
WARNING: WEAR PROTECTIVE GLOVES WHEN HANDLING ANTI-SEIZE COMPOUND.
| (19) | Coat all bolt (4) threads with anti-seize compound (PWC06-009). |
| (20) | Install 24 bolts (4). Tighten 43 to 47 lb.in. (4.8-5.3 Nm). |
| (21) | Install 24 bolts (5) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm). |
| (22) | Allow assembly (3) to cool to room temperature and tighten bolts (4), 43 to 47 lb.in. (4.1-4.5 Nm). |
10. No. 3 Bearing Rear Cover and Rotor Air Seal
NOTE: If there is no evidence of oil leaks or obvious damage, removal of the No. 3 bearing
cover is not required. If damage is evident or air/oil seal related problems have
been experienced, proceed with these instructions.
| (1) | Remove HP turbine air seal (14) together with the spacer (15) (if spacer has not been removed yet) with puller (PWC60177). |
| (2) | Remove retaining ring (7). |
| (3) | Remove HP turbine rotor brush seal (8) with puller (PWC61820). |
| (4) | Remove six bolts (9) fastening bearing cover to gas generator/diffuser case (1). |
| (5) | Remove No. 3 bearing rear cover (10) with puller (PWC43209). |
| (6) | Inspect carbon seal (6) for damage (Ref. INSPECTION/CHECK). If no damage is present, do not remove carbon seal from rear cover assembly. |
| (7) | If damage is found proceed as follows:
CAUTION: HANDLE CARBON SEAL WITH CARE. ROUGH HANDLING CAN CAUSE DAMAGE OR RESULT IN AN OUT
OF ROUND CONDITION.
|
| (1) | Put No. 3 bearing rear cover assembly (10) in oven preheated to 350 to 400°F (177-204°C) for 15 to 30 minutes. |
| (2) | Place carbon seal (6) in freezer at -40°F (-40°C) for 15 to 30 minutes. |
| (3) | Put support base (PWC43215) on arbor press. |
| (4) | Remove No. 3 bearing rear cover (10) from oven and place it on support base (PWC43215). |
CAUTION: HANDLE CARBON SEAL WITH CARE. ROUGH HANDLING CAN CAUSE DAMAGE OR RESULT IN AN OUT
OF ROUND CONDITION.
CAUTION: DO NOT CONTAMINATE CARBON SEAL WITH LOCKING COMPOUND (PWC09-002).
| (5) | Remove carbon seal (6) from freezer and apply locking compound (PWC09-002) in area B. |
| (6) | Install carbon seal assembly in rear cover assembly (10) with snap washer (11) down,
with drift (PWC43206). Make sure carbon seal was not damaged during installation. Remove excessive locking
compound.
NOTE: Install seal within 60 seconds after removing from freezer.
|
| (7) | Fasten carbon seal (6) in rear cover (10) with retaining ring (3). |
| (8) | Put No. 3 bearing rear cover assembly (10) in a clean sealable container identified with the engine serial number. |
| (1) | Clean faces and spigots of both parts with alcohol (PWC11-014) with a lint free wiper prior to assembly. |
| (2) | Heat flange of gas generator case for 15 minutes with a hot air heat gun. |
| (3) | Install two guide pins (PWC64241-2) equally spaced around flange. |
| (4) | Lubricate and install one new preformed packing (4) on No. 3 bearing rear cover assembly (10) . |
| (5) | Put a thin film of oil on face of carbon seal (6) . |
CAUTION: MAKE SURE LOCATING PINS ON OIL HOUSING ENGAGE WITH COVER BEFORE SEATING COVER.
| (6) |
Install No. 3 bearing rear cover (10) on gas generator case (1) aligning offset hole.
Make sure locating pins (13) on the oil housing engage with cover before seating the
cover.
NOTE: A dental mirror can be used to check for engagement of locating pins with cover.
|
| (7) | Gradually seat No. 3 bearing rear cover assembly (10) with three bolts (9) . Remove guide pins. |
| (8) | Tighten six bolts (9) in a star pattern 36 to 40 lb.in. (4-4.6 Nm). |
| (9) | Allow assembly to reach room temperature then and check tighten 36 to 40 lb.in. (4-4.6 Nm). |
| (1) | Check that the wire damper seal (16) is installed. |
| (2) | Heat seal (14) evenly, in area C, for 15 to 20 minutes with suitable heatgun. |
| (3) | Install seal on stubshaft (12) , aligning V mark of seal (14) and stubshaft scallop. |
| (4) | Seat seal (14) on stubshaft with adapter (PWC40653), drift (PWC60843), hydraulic pump (PWC37807), and hydraulic cylinder (PWC89837). |
| (5) | Apply 1400 to 1500 psi (9652.6-10342.1 kPa) pressure. Hold pressure or 5 to 10 minutes until temperatures stabilize. |
| (6) | Remove tools. |
| (1) | Place the brush seal (1) in a freezer for 15 to 30 minutes at -40°F (-40°C). |
| (2) | Locally heat inside diameter of air nozzle support assembly (3) for ten minutes with a suitable heat gun. |
| (3) | Remove brush seal (1) from the freezer and install in the air nozzle support assembly (3) with drift (2) (PWC61821). Make sure anti-rotation lug is aligned with slot of brush seal carrier. |
| (4) | Maintain pressure until parts temperature have equalized. Make sure seal has seated correctly. |
| (5) | Install retaining ring (4) . |
11. HP Turbine Housing Assembly - Refurbishment
| (1) | Select first-stage and second-stage shroud segments which require replacing. Select
same class of shroud segments which are being replaced, to suit turbine dimension
(Table 602 REF. NO. 1225). Layout shroud segments and mark the new shroud segments.
NOTE: Note direction of arrow on No.1 segments for first- and second-stage segments.
|
| (2) | Check for index mark X at offset hole of shroud housing on each side of flanges. |
| (3) | Mask cooling holes of HPT shroud housing, area S, with tape (PWC05-066A). Make sure tape does not interfere with shroud installation for grinding. |
| (4) | Install shim stock of equal thickness in each rail location FG1. Chose thickness, start with 0.003 inch, that lets segment fit snug. Reduce or increase as necessary. |
| (5) | Start with No. 1 segment (2) of first-stage shroud in line with offset hole, and install segment with shim stock between segment rails and housing. |
| (6) | Installing remaining segments in CCW direction in same manner. |
| (7) | Install slave retaining ring (3) (PWC60487). |
| (8) | Install shim stock of equal thickness in each rail location FG2. Chose thickness, start with 0.003 inch, that lets segment fit snug. Reduce or increase as necessary. |
| (9) | Start with No. 1 segment (4) of second-stage shroud in line with offset hole, and install segment with shim stock between segment rails and housing. |
| (10) | Install remaining segments in CW direction in same manner. |
| (11) | Install HPT housing in grinding fixture as follows.
|
| (1) | Install adapter ring (2) (PWC60101) on flange E of
combustion chamber outer case (1)
, aligning offset hole at top. Install four slave 0.250 inch diameter nuts and bolts.
Tighten 85 to 95 lb.in. (9.6-10.7 Nm).
NOTE: Make sure runout fixture spigot is engaged fully and spigot is seated.
|
| (2) | Install runout gage (4) (PWC60102) on stubshaft (6) . Install nut (5) hand tight. |
CAUTION: DO NOT LOAD STUBSHAFT IN ANY DIRECTION DURING RUNOUT CHECK.
| (3) | Put DTI (3) at top center and set to zero. |
| (4) | Turn stubshaft (6) clockwise, two full turns, to make sure DTI returns to zero at top center (Ref. View F). |
| (5) | Check dial indicator readings at A, B, C and D and record results.
|
| (11) | Note positive and negative signs of dial indicator. |
| (12) | Make sure position A returns to zero when each reading is taken. |
| (13) | If runout exceeds plus or minus 0.005 inch at position B or D, or if runout exceeds plus 0.009 inch or minus 0.001 inch at position C, remove combustor and check seal for damage and re-seat combustor assembly. |
| (14) | Remove runout gage (4) and adapter ring (2). |
| (1) | Calculate offset, X horizontal axis or Y vertical axis, for grinding of shroud segments
recorded in preceding (Ref. step ) with positive and negative signs as follows:
|
|||||||||||||||
| (2) | Example in view No. 5 is described as follows:
|
|||||||||||||||
| (3) | Record X and Y offset values, and determine the location of material removal. |
| (1) | Install holding fixture on grinding machine. |
| (2) | Adjust holding fixture to offset grind to requirements (Ref. Para. ). |
CAUTION: DO NOT GRIND FIXTURE.
| (3) | Grind first-stage shroud segments to Dim. (Ref. Table 602 REF. NO. 1225). Check for witness steps after grinding. |
CAUTION: DO NOT GRIND FIXTURE.
| (4) | Grind second-stage shroud segments to Dim. (Ref. Table 602 REF. NO. 1225). Check for witness steps after grinding. |
| (5) | Remove HP turbine housing assembly from grinding fixture. |
| (1) | Remove slave bolts and nuts from shroud housing and grinding fixture. |
| (2) | Remove shroud housing from grinding fixture with jacking screws. |
| (3) | Remove second-stage shroud segment retaining ring (5) and remove second-stage shroud segments (4) and shim stock from location FG2. |
| (4) | Remove first-stage shroud segment slave retaining ring (3) and remove first-stage shroud segments (2) and shim stock from location FG1. |
| (5) | Spray wash all components with solvent (PWC11-027). |
| (6) | Remove all masking tape from area S. |
| (7) | Remove all tape residue with clean cloth dampened in solvent (PWC11-027). |
| (8) | Spray wash again with solvent (PWC11-027) and dry with dry compressed air. |
| (1) | Install support ring (PWC60550) in shroud housing. |
| (2) | Install piston seal ring and check gap as follows:
|
| (1) | Install seal (1) in shroud housing (10) . |
| (2) | Mark location of No. 1 first-stage shroud segment anti-rotation slot (12) in area E with silver pencil (PWC05-018). |
| (3) | Mark location of shroud housing No. 1 first-stage anti-rotation pins (12) location in area F with silver pencil (PWC05-018). |
| (4) | Install segment seal (3) on CCW side of segment. |
| (5) | Install remaining shroud segments (2) in CCW direction from No. 1 at index mark. |
| (6) | Install shroud segment in rails joining each segment together tightly as possible to allow installation of last segment. |
| (7) | Separate each segment enough to align housing anti-rotation pins with segments anti-rotation slots. |
| (8) | Tap segments gently down with soft faced hammer until they are completely seated and install piston seal (4). If segments do not seat, remove and check seal for damage. Replace seal if required. |
| (9) | Record second-stage vane class number. If class number is not indicated, record vane area. |
| (10) | Install protector (PWC60805) on brush seal. |
| (11) | Install piston seal (4) in second-stage vane assembly. |
| (12) | Install second-stage vane assembly (5) . Make sure lugs go into mating slots of housing with smaller lug marked X installed in smaller slot of housing marked X. |
| (13) | Install retaining ring (6) . |
| (14) | Mark location of No. 1 second-stage shroud segment anti-rotation slots (11) in area C with silver pencil (PWC05-018). |
| (15) | Mark location of shroud housing No. 1 second-stage shroud segment anti-rotation pin (11) in area D with silver pencil (PWC05-018). |
| (16) | Install segment seal (3) on CW side of segments. |
| (17) | Install remaining segments (7) and seals (8) in cw direction from No. 1 segment. |
| (18) | Install shroud segments in rails joining each segment together as tightly as possible to allow installation of last shroud segment. |
| (19) | When all segments are installed join the last segment to the first segment. Separate each segment enough to align anti-rotation pins with anti-rotation slots. |
| (20) | Tap segments gently with soft faced hammer until all segments are completely seated. Install retaining ring (9) . |
12. HP Turbine Spacer
| (1) | Install HPT gage (1) (PWC60791) on HP rotor shaft (2) . Make sure adapter touches rear face of HP turbine rotor air seal (5) . |
| (2) | Measure the distance from the front face of the HP turbine first-stage disk (3) to the front of the turbine blade (4) platform. Record value as dimension GH. |
| (3) | Make sure HP rotor is turning freely and is loaded forward by pushing shaft with the hand during the measurement process. |
| (4) | Measure distance from rear face of spacer gage to the rear face of the HP turbine stator air seal at 4 equally spaced locations. Take the minimum value and record as dimension GV. |
| (5) | Dimension HH = Dimension C - dimension GV, where dimension C is marked on tool (Ref. 6.5XX). |
| (6) | Spacer thickness = Dim. HH - Dim. GH + 0.051 inch. |
| (7) | Select pre-ground spacer or grind new replacement spacer (Ref Subpara. following) to above requirements. |
| (1) | Grind Face D only to achieve required thickness ± 0.001 inch and surface finish of 63 micro inches. |
| (2) | Spacer faces must be flat within 0.002 inch and Face D must be parallel to Face B within 0.0002 inch. |
| (3) | Break edges of spacer 0.003 to 0.015 inch. |
| (4) | Magnetic particle inspect: rod 1000 amps. No cracks are permitted. |
| (5) | Spray wash spacer with solvent (PWC11-027) and air dry. |
| (6) | Check for residual magnetism with a standard field gage. Remove any residual magnetism. |
| (7) | Tag identify with thickness and seal spacer in plastic bag. |
13. Second-stage Vane Ring
| (1) | Remove retaining ring (3) . |
| (2) | Install vane assembly (1) in base (PWC60844). |
| (3) | Remove brush seal (2) with drift (PWC60810) and handle (PWC60813). |
| (1) | Load the compressor rotor stubshaft (3) forward and make sure that it is rotating freely. |
| (2) | Install gage (1) (PWC60791) on stubshaft. |
| (3) | Measure dimension TF with a suitable depth micrometer, at four equally spaced locations. |
| (4) | Record the average value. |
| (5) | Actual dimension, marked on gage, - TF = FS. |
| (6) | Pre-SB25104: Calculate dimension Z. Where Z = FS - (G + M1 + 0.045 + 0.125 + M2), as follows:
|
| (10) | Post-SB25104: Measure the dimension "B" at four equally spaced locations and record the average
value.
|
| (20) | Record dimension Z. |
| (21) | Install second-stage stator baffle on vane ring machining fixture (6) (PWC61768) and machine to dimension Z. |
| (22) | Measure and record the actual dimension. |
| (23) | Spray wash all components with (PWC11-027). Dry with dry compressed air. |
14. HP Turbine Module
| (1) | Install revolving ring (PWC60377) on stand (PWC60376). |
| (2) | Install adapter plate (PWC60923) and fixture (1) (PWC60440) on ring (PWC60377). |
| (3) | Install second-stage, HPT2, disk assembly (6) in blade retainer. |
| (4) | Install setting ring (4) (PWC60658). |
| (5) | Install seal ring (5) below the bevel of the housing with P/N up, and joint in line with offset hole. |
| (6) | Check gap C between OD of seal ring and ID housing (Ref. Fits and Clearances REF. NO. 1806). |
| (7) | Make sure that mating surfaces of HPT1 disk and HPT2 disk are clean. |
| (8) | Pre-SB25104: Heat HPT2 disk mating spigot, area B, to 500°F (260°C) for 20 minutes with suitable heat gun. |
| (9) | Post-SB25104: Heat HPT2 disk mating spigot, area B, on heating platen (PWC60152) to 400°F (204°C) for 10 to 15 minutes. |
| (10) | Install HPT1 disk (2) on fixture (1) (PWC60440). |
| (11) | Install shroud housing (3) on fixture (1), aligning marked hole of shroud housing with similar index mark on HPT1 disk (2), and engaging anti-rotation lugs/slots. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (12) | Install HPT2 disk (6), aligning marked hole of shroud housing with similar index mark on HPT1 disk (2), and engaging anti-rotation lugs/slots. |
| (13) | Do not force HPT2 disk (6) to seat. If assembly does not seat correctly, repeat steps thru . |
| (14) | Rotate HPT2 disk CW as viewed from TE, aligning lines in bores of HPT1 and HPT2 disks. |
| (15) | Install pusher (8) (PWC43057) and cylinder (9) (PWC89837). |
| (16) | Connect pump (PWC37807) to cylinder (9), apply 1800 to 2000 psi (12,410.5-13789.5 kPa) pressure, and hold for five minutes minimum. |
| (17) | Disconnect pump, and remove cylinder (9) and pusher (8). |
| (18) | Make sure the TDC line of disk aligns with TDC line on stub shaft. |
| (1) | Remove shroud housing retaining ring (1, Fig. ), tag and identify ring with engine S/N. |
| (2) | Install pusher (2) (PWC61580) on HPT, aligning split line of pusher with index mark of HPT2. |
| (3) | Loosen shroud holders (4) and move inward. |
| (4) | Loosen screws (5) of shroud holders (4) but do not remove. |
| (5) | Move locator (6) away from HPT1. |
| (6) | Install fixture (3) (PWC60623) over pusher (2), aligning index mark of fixture with index mark on HPT. |
| (7) | Install nut (7) handtight only. Make sure top of nut is flush with top of pusher. |
| (8) | Tighten locator (6) against HPT2. |
| (9) | Adjust shroud holders (4) to align squarely in retaining ring groove. |
| (10) | Align shroud housing index mark with HPT assembly index mark and tighten shroud holders (4) handtight. |
| (11) | Install lifting eye (8) (PWC32514) to fixture (3) and install lifting hook into eye. |
| (12) | Lift and rotate assembly horizontal, and remove fixture (1, Fig. )(PWC60440). |
| (13) | Install safety arms (9, Fig. ) on fixture (3). |
| (14) | Align marked hole of HPT shroud housing, split of pusher (2), index mark of HPT2 and fixture (1, Fig. ). |
| (15) | Install heater (10, Fig. ) (PWC60916) and controller (11) (PWC60136) into bore of HP assembly, and set timer for twenty minutes. |
| (16) | Clean HPT spacer (12), mating surfaces of HPT1 disk and balancing piston with alcohol (PWC11-014). |
| (17) | Pre-SB25345: Install the HPT spacer (12) of correct thickness. |
| (18) | Post-SB25345: Select the class of new HPT sleeve spacer to fit within ± 0.001 inch during assembly (Ref. F&C REF. NO. 1284). If needed, grind the new HPT sleeve spacer to required dimension (Ref. Para ). |
| (19) | Install seal ring (13), with S/N forward, and split at top. Make sure scallop of seal ring aligns with anti-rotation pin of first-stage vane ring outer shroud seal ring groove. |
| (20) | Apply sealant (PWC09-002) maximum one drop, to seal ring joint, compress ring and hold until set. Seal ring must rotate freely in groove. |
| (21) | If sealant has spread between ring and groove, or does not set properly, remove ring, clean and re-apply sealant. |
| (22) | Make sure that the first-stage shroud segments are positioned rearward. |
| (23) | Install gasket (14). |
| (24) | Align index scallop of stubshaft with index mark on combustor case. |
| (25) | Install guide (PWC61765) into stubshaft bore with alignment pin in stubshaft scallop. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (26) | Check temperature of HPT spigot with probe of controller (11). If temperature is above 300°F (149°C), remove heater (10), store and lock safety arms (9). |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (27) | Install HPT assembly aligning index mark with stubshaft scallop. Check that offset holes of shroud and combustor are aligned. |
| (28) | Remove guide from stubshaft. |
| (29) | Remove the spherical nut from the adapter (PWC40601) (15) threaded rod.
NOTE: The spherical nut is depicted in view of cylinder (PWC89837) (17).
|
| (30) | Insert adapter (PWC40601) (15) through the turbine module and install it on the stubshaft. Tighten the adapter on the stubshaft. |
| (31) | Install pusher pad (PWC43057) (16) and the hydraulic cylinder (PWC89837) (17) on the adapter (PWC40601) (15). |
| (32) | Install and tighten the spherical nut on the adapter (PWC40601) (15) threaded rod. |
| (33) | Install the hydraulic cylinder (PWC89837) (17) containment. |
| (34) | Attach the pump (PWC37807) to cylinder (17), and apply 2900 to 3100 psi (19994 - 21373 kPa) pressure. Hold for minimum five minutes. Remove tools. |
| (35) | Install retaining ring (18). |
| (36) | Install bolts (19) and nuts (20) around flange. Draw flanges together evenly by gradually tightening nuts (20) in a diametrically opposite clockwise pattern, starting at 12 o'clock, until flanges are seated. Finally torque all nuts 85 to 95 lb.in. (9.5-10.75 Nm). |
| (37) | Remove all tools. |
| (1) | Measure YY dimension on the cover (1) . |
| (2) | Record dimension YY. |
| (3) | Measure XX dimension on the HPT disk (2) and stub shaft (3) with a depth vernier. |
| (4) | Record dimension XX. |
| (1) | Make sure stubshaft scallop is at the 12 o'clock position. |
| (2) | Make sure that mating faces of HP rear cover (1) and HPT2 disk are clean. |
CAUTION: USE EXTREME CARE WHEN HANDLING COVER. NO DAMAGE IS ALLOWED.
| (3) | Place rear cover on heater adapter (PWC61774) and set temperature to 600°F (315°C) for fifteen to thirty minutes. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (4) | Make sure cover temperature is more than 450°F (232°C), and install holder (PWC61775) on cover. |
| (5) | Install cover (1) with holder, aligning cover index mark with stubshaft index scallop. |
| (6) | Install drift (PWC60843), adapter (PWC40601) and cylinder (PWC89837). |
| (7) | Attach pump (PWC37807) to cylinder, and apply 3600 to 4000 psi (24,821-27,579 kPa). |
| (8) | Hold pressure. Let cover temperature equalize with cooling ring (PWC64330) or air cooling tool (PWC89835). |
| (9) | Remove tools. |
| (10) | Coat mating face and threads of nut (2) with anti-seize compound (PWC06-009) and install nut on shaft. |
| (11) | Install wrench (PWC41050), adapter (PWC60435) and socket (PWC60434). |
| (12) | Torque nut 2400 to 2640 lb.in. (271.2-298.3 Nm). |
| (13) | Hold torque and set angle needle to zero. |
| (14) | Turn nut thru angle of 50 degrees. |
| (15) | Trial fit keywasher. If slots do not align, increase angle of turn until slots align. Do not exceed 55 degrees total. |
| (16) | Record final torque value and angle. |
| (17) | Remove tools. |
| (18) | Install runout fixture (PWC61030) and check runout on face B. Maximum runout is 0.001 inch (0.03 mm). |
| (19) | Remove tools. |
| (20) | Install keywasher (4) . |
| (21) | Install retaining ring (3) with gap at 12 o'clock. |
| (1) | Measure and record dimension "ZZ". |
| (2) | Calculate stretch as follows:
|
| (4) | The amount of stretch must be 0.006 to 0.008 in. (0.152 - 0.203 mm). |
| (5) | If the stretch value is below the minimum limit, apply torque of 500 lb.ft. (6000 lb.in.) (677.9 Nm). Check stretch. |
| (6) | If the stretch is still under minimum, apply torque in 10 lb.ft. (120 in.lb.) (13.6
Nm) increments until the required stretch is achieved.
NOTE: Do not exceed 550 lb.ft. (6600 lb.in.) (745.7 Nm).
|
HP TURBINES - INSPECTION/CHECK
1. General
A. This section provides instructions and limits for inspection/check of the HP turbines
and related parts.
NOTE: The procedures described in this section can only be done during Heavy Maintenance.
B. It is recommended that a magnifying glass of at least 10X power be used when visually
inspecting for damage.
C. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
D. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
E. Cleaning and Inspection of the P2.5 and P2.8 BOV's must be performed at the same
time as the HP Turbine Inspection/Check. Reference:
| • | Chapter 05-20-00 - Scheduled Maintenance Checks. |
| • | Chapter 75-30-01 - Compressor Bleed Valves - Maintenance Practices. |
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
| Item No. | Name |
|---|---|
| PWC06-009 | Compound, Antiseize |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC54101 | Gauge, HP Vane |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
NOTE: First and second-stage turbine disk assemblies comprise a balanced assembly. Rejection
of either disk assembly requires that both be sent to an overhaul facility to be rebalanced.
A. Visual Check of Disk
| (1) | Examine for cracks. No cracks permitted, reject assembly if evident. |
| (2) | Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.005 inch (0.138 mm) deep on disk side face except for area located within 0.030 of fir tree fixings, and disk bore where 0.003 inch (0.08 mm) is acceptable. Remove sharp edges. Polish to restore surface finish. |
| (3) | Examine internal splines for pitting, wear and local surface damage. Isolated pitting or wear 0.005 inch (0.14 mm) deep is acceptable on 25 percent of surface. Remove sharp edges. |
| (4) | Examine the threads for wear and local surface damage. Fretting wear and galling 0.003 inch (0.08 mm) deep is acceptable. Remove sharp edges. Polish to restore surface finish. |
| (5) | Examine for signs of hot gas ingestion or overtemperature at the apex of fir tree fixings. White color indicates overtemperature. Send HPT disk assembly to overhaul facility if evident. |
B. Visual Check of Front Cover
| (1) | Examine balance counterweights retaining rivets for tightness. Replace as necessary. |
| (2) | Examine for cracks. No cracks permitted. Reject assembly if evident. |
| (3) | Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.003 inch (0.076 mm) deep. Remove sharp edges. Polish to restore surface finish. |
| (4) | Examine knife edges for rubbing. If evident, check dimensions of knife edges:
|
| (5) | Examine for damaged cooling holes. No damage is permitted, reject assembly if damage is evident. |
| (6) | Examine for blocked cooling holes. Clear as necessary. |
C. Visual Check of Blades
| (1) | Airfoil tip, area j:
|
| (7) | Airfoil leading edge tip, area h:
|
| (10) | Airfoil leading edge, area f:
NOTE: Area f extends 0.100 inch (2.54 mm) from leading edge.
|
| (14) | Examine airfoil leading edge under blade platform for sulphidation. A narrow band , 0.080 inch (2.03 mm) wide maximum, occurring at the seal contact area on the platform, less than 0.020 inch (0.51 mm) below the platform, not associated with cracks or rubbing is acceptable. |
| (15) | Examine airfoil surface, area e for nicks, dents or pits. A maximum of three areas of damage 0.003 inch (0.08 mm) deep is acceptable. |
| (16) | Examine airfoil root, area a for nicks, dents or pits. One area of damage 0.005 inch (0.13 mm) deep is acceptable. |
| (17) | Airfoil trailing edge, area g:
NOTE: Area g extends 0.100 inch (2.54 mm) from airfoil trailing edge.
|
| (20) | Examine for erosion. Erosion of coating without exposure of base material is acceptable. |
| (21) | Examine blade platform for cracking. Non-converging cracks are acceptable if they do not enter area a of blade airfoil. |
| (22) | Examine blade platform for oxidation. Oxidation without material loss of the TE corners is acceptable. |
| (23) | Examine for blocked cooling holes. Clear as necessary. |
| (24) | If blades fail inspection, and must be replaced, or tips machined, send disk assembly to an overhaul facility. |
NOTE: First and second-stage turbine disk assemblies comprise a balanced assembly. Rejection
of either disk assembly requires that both be sent to an overhaul facility to be rebalanced.
A. Visual Check of Disk
| (1) | Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.005 inch (0.138 mm) deep on disk side face except for area located within 0.030 of fir tree fixings, and disk bore where 0.003 inch (0.08 mm) is acceptable. Remove sharp edges. Polish to restore surface finish. |
| (2) | Examine for indications of hot gas ingestion or overtemperature at the apex of fir tree fixings. White color indicates overtemperature. Send HPT disk assy to an overhaul facility if evident. |
B. Visual Check of Blades
| (1) | If blades are not within the following acceptance criteria, send disk assembly to an overhaul facility. |
| (2) | Examine area j: Oxidation with material loss is acceptable if the tip clearance and runout is within limits. |
| (3) | Examine area f: Erosion with complete coating removal is acceptable if within 0.050 inch (1.27 mm) of blade tip and wall thickness is more than 0.010 inch (0.25 mm). |
| (4) | Examine airfoil leading edge tip for nicks, burrs and raised material. Remove sharp edges. |
| (5) | Examine area d:
NOTE: Area d extends 0.100 inch (2.54 mm) from airfoil LE.
|
| (8) | Examine area b for nicks, dents and pits. Three areas of damage 0.003 inch (0.076 mm) deep are acceptable. |
| (9) | Examine area e for nicks, dents and pits. A maximum of one area of damage 0.005 inch
(0.127 mm) deep is acceptable.
NOTE: Area e extends 0.100 inch (2.54 mm) from airfoil TE.
|
| (10) | Examine area c for nicks, dents or pits. One area of damage 0.005 inch (0.127 mm)
deep is acceptable.
NOTE: Area c extends 0.150 inch (3.81 mm) from platform surface.
|
A. Visual Check
| (1) | Examine for cracks. No cracks permitted. Reject cover if evident. |
| (2) | Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.003 inch (0.08 mm) deep. Remove sharp edges. Polish to restore surface finish. |
| (3) | Examine for security of balance counterweights retaining rivets. Replace as necessary. |
CAUTION: CARBON SEALS ARE VERY EASILY DAMAGED. BE CAREFUL WHEN HANDLING.
| (1) |
Examine outer case for:
|
| (4) | Examine carbon sealing ring for cracks or deterioration. Reject if evident. |
| (5) | Examine dia. A for nicks, chips or scratches.
|
CAUTION: TO PREVENT DAMAGE TO SEAL, AVOID EXCESSIVE RADIAL MOVEMENT.
| (9) |
Check operation of seal in case. Movement should be smooth without sticking or binding.
NOTE: Carry out dimensional inspection if oil leaks are evident.
|
| (10) | Dimensionally check dia. A using a bore gage employing air gap principle or equivalent. Acceptable provided dimension does not exceed specified limits REF. NO. 1133. |
| (11) | Dimensionally check remainder of carbon seal REF. NO. 1134. |
A. Visual Check of Housing
| (1) | Examine for cracks. No cracks permitted, reject if evident. |
| (2) | Examine for nicks or dents on functional surfaces that contact seal rings, diameters A, B and C, and shroud segment attachment rails. Acceptable to a maximum depth of 0.005 inch (0.13 mm), provided damage is removed by blending to a maximum depth of 0.007 inch (0.18 mm). |
| (3) | Examine for wear or fretting of Dia. A, Dia. B and or Dia. C. Acceptable to a maximum depth of 0.002 inch (0.05 mm). |
| (4) | Examine for blocked cooling holes. Clear as necessary. |
B. Visual Check of Baffle
| (1) | Examine for cracks. Three cracks to a maximum length of 0.200 inch (5.080 mm) are acceptable if cracks are separated by a minimum of 0.300 inch (7.620 mm) and are non-converging. No cracks permitted in area a. |
| (2) | Examine for nicks. Any number acceptable to a maximum depth of 0.008 inch (0.203 mm) provided damage is removed by blending to a maximum depth of 0.010 inch (0.254 mm). |
| (3) | Examine for dents. Acceptable to a maximum depth of 0.010 inch (0.254 mm). |
| (4) | Examine for blocked cooling holes. Clear as necessary. |
| (5) | Examine for looseness. Send assembly to an overhaul facility if the baffle is loose. |
C. Visual Check of First and Second-stage Shroud Retaining Rings
| (1) | Examine for cracks, distortion. Reject if evident. |
| (2) | Examine for fretting. Fretting is acceptable to a maximum of 0.005 inch (0.25 mm) deep. |
| (3) | Dimensionally check Dim. a, free state gap. If necessary cold rework the ring to obtain a minimum gap of 0.170 inch, do not exceed 0.225 inch. |
D. Visual Check of Second-stage Stator Seal Ring
| (1) | Examine for cracks or distortion. Reject if evident. |
| (2) | Examine for radial clearance when installed in HPT housing with the gap at the top
as follows:
|
| (7) | Examine for evidence of damage, fretting or wear on faces. Acceptable to a maximum depth of 0.010 inch (0.013 mm). Stone to remove sharp edges and raised material |
A. Visual Check
| (1) | If the limits are exceeded, reject vane segments. Retain segments for future evaluation and possible repair. |
| (2) | Examine airfoil leading edge (LE):
|
| (5) | Examine airfoil trailing edge (TE):
|
| (14) | Examine airfoil surfaces:
|
| (21) | Examine inner and outer shroud TE lips:
|
| (28) | Examine Inner and Outer Shroud Gas Path - Surfaces
|
| (33) | Examine Inner and Outer Shroud Surfaces
|
| (36) | Examine Inner and Outer-Shroud Feather-seal Faces
|
| (39) | Examine Outer-Shroud Leading Edge
|
| (43) | Examine Cooling Holes, Inserts and Trailing-Edge Slots
|
| (45) | Examine Gas Path Surfaces
|
| (47) | Examine All Other Surfaces
|
A. Visual Check (Pre-SB25104)
| (1) | Outer shroud:
|
| (6) | Inner shroud:
|
| (11) | Vane leading edge:
|
| (16) | Check airfoil trailing edge as follows:
|
| (20) | Check airfoil pressure and suction surfaces as follows:
|
| (24) | Check inner and outer location lugs for evidence of wear, cracks or missing lugs. Lugs may be repaired. |
| (25) | Check sealing cap welds for evidence of cracking. Cracks are not acceptable. |
| (26) | Check airfoil and inner platform cooling holes for:
|
| (28) | Check all other surfaces for:
|
| (31) | Check for deterioration of surface treatment. Send assembly to an overhaul shop for restoration of surface treatment. |
| (32) | Check baffle for:
|
CAUTION: RUBBER GLOVES (OR SIMILAR) MUST BE USED WHEN HANDLING BRUSH SEALS SINCE LINT OR
COTTON GLOVES WILL SNAG BRISTLES AND DAMAGE PART.
CAUTION: TOUCHING BRISTLES SHOULD BE AVOIDED.
CAUTION: BRUSH SEAL SHALL NOT BE CLEANED OR SUBMERSED IN DYE PENETRANT FLUID.
| (36) |
Examine brush seal for distortion, excessive wear, looseness and oil/carbon contamination
(Ref. Fig. ). The following conditions are acceptable:
|
B. Visual Check (Post-SB25104)
| (1) | Inner and Outer shroud gas path surfaces:
|
| (10) | Airfoil leading edge:
|
| (15) | Airfoil trailing edge:
|
| (23) | Airfoil concave and convex surfaces:
|
| (30) | Check inner and outer location lugs for evidence of wear, cracks or missing lugs. Lugs may be repaired. |
| (31) | Check sealing cap welds for evidence of cracking. Cracks are not acceptable. |
| (32) | Check airfoil and inner platform cooling holes for:
|
| (34) | Check all other surfaces for:
|
| (37) | Check for deterioration of surface treatment. Send assembly to an overhaul shop for restoration of surface treatment. |
| (38) | Check baffle for:
|
| (42) | Examine brush seal for distortion, excessive wear, looseness and oil/carbon contamination. Clean or replace as required. |
A. Visual Check
| (1) | Examine sealing ring groove, dimension A. Fretting wear is acceptable if dimension A is less than 0.168 inch (4.27 mm). |
| (2) | Examine cooling holes for obstructions. Clear holes as necessary. |
| (3) | Any number of minor cracks and oxidation associated with the cooling holes at the leading edge chamfer are acceptable. |
| (4) | Area C:
|
| (9) | Inspect anti-rotation lugs (Pre-SB25156):
|
| (12) | Inspect anti-rotation lugs (Post-SB25156):
|
| (15) | Examine piston ring anti-rotation pin for wear. Check pin OD. If less than 0.096 inch (2.44 mm), replace shroud. |
| (16) | Examine all other surfaces:
|
A. Visual Check
| (1) | Examine diameter A for seal rub. Damage 0.007 inch (0.18 mm) deep and 0.010 inch (0.25 mm) wide is acceptable. Reject if limits are exceeded. Check dimension (Ref. Fits and Clearances, REF NO 1375) |
| (2) | Examine all other surfaces for nicks, dents, and/or fretting:
|
| (5) | Examine anti-rotation lugs for fretting. Minor fretting is acceptable if the step is removed. |
| (6) | Multiple radial hairline cracks on Dia. B and Face C (Area F) are acceptable providing the cracks do not extend into Dia. D. |
| (7) | Heavy oxidation with missing material at Dia. B and Face C is acceptable providing a minimum band of 0.100 inch contact surface remains undamaged (Ref. Fig. ). |
13. Seal Support (Post-SB25108) (Ref. Fig. )
A. Visual Check
| (1) | Examine anchor nuts for attachment. Tighten or replace as necessary (Ref. Chapter 70-00-00, REPAIR). |
| (2) | Examine support for distortion. Reject support if bent or distorted. |
| (3) | Examine all other surfaces:
|
14. Air Nozzle Assembly (Pre-SB25211) (Ref. Fig. )
A. Visual Check
| (1) | Examine for cracks. Axial cracks that may be open and associated with local heavy oxidation at the outer ring of the segment locating groove are acceptable if they do not extend past the groove. |
| (2) | Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm). |
| (3) | Local heavy oxidation and/or burnt material and/or fretting of the segment locating
groove is acceptable if:
|
| (6) | Examine for loose, worn or damaged honeycomb turbine air seal. Reject if loose or
damaged.
NOTE: Replace the honeycomb and/or the first-stage high pressure turbine front cover labyrinth
seal if they are badly rubbed.
|
B. Dimensional Check
| (1) | Perform the special assembly procedure (REF. NO. 1825, 1826, 1827 and 1828), if the first-stage high pressure turbine front cover air nozzle assembly or honeycomb were replaced. |
15. Air Nozzle Assembly (Post-SB25211)
A. Visual Check
| (1) | Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm). |
| (2) | Examine for loose, worn or damaged honeycomb turbine air seal. Reject if loose or
damaged.
NOTE: Replace the honeycomb and/or the first-stage high pressure turbine front cover labyrinth
seal if they are badly rubbed.
|
B. Dimensional Check
| (1) | Perform the special assembly procedure (REF. NO. 1825, 1826, 1827 and 1828), if the first-stage high pressure turbine front cover, air nozzle assembly or honeycomb were replaced. |
16. HP Turbine Front Inner Stator Support (Post-SB25211) (Ref. Fig. )
A. Visual Check
| (1) | Examine for cracks. Axial cracks that may be open and associated with local heavy oxidation at the outer ring of the segment locating groove are acceptable if they do not extend past the groove. |
| (2) | Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm). |
| (3) | Local heavy oxidation and/or burnt material and/or fretting of the segment locating
groove is acceptable if:
|
17. Spacer
A. Visual Check
| (1) | Visually examine for cracks or deformation. Reject if evident. |
18. High Turbine Rotor Air Seal
| (1) | Inspect for cracks. No cracks are permitted. |
| (2) | Inspect the carbon seal diameter. Surface damage, local and isolated pits, circumferential and axial scratch up to 0.003 in. (0.07 mm) maximum are serviceable. Reject the part if you find flaking or crack in the coating. |
| (3) | Reject the part if knife edge seals are damaged. Rubbing is serviceable. |
| (4) | Inspect brush seal diameter. Surface damage, local and isolated pits, circumferential and axial scratch up to 0.003 in. (0.07 mm) maximum are serviceable. Reject the part if you find flaking or crack in the coating. |
| (5) | Inspect all other surfaces for nicks and dents. Local surface damage up to 0.005 in. (0.12 mm) deep maximum is serviceable. Remove only raise material. |
| (6) | Make sure that the air seal damper is still in place and not damaged or broken. |
19. No. 3 Bearing Rear Cover Assembly
A. Visual Check
| (1) | Cracks: No cracks permitted. |
| (2) | Nicks and/or dents: Acceptable to a maximum depth of 0.007 inch (0.18 mm) if damage is removed by blending to a maximum depth of 0.010 inch (0.25 mm). |
| (3) | Examine rear inner and rear outer cover attachment rivets. Replace rivets if loose or damaged. |
A. Visual Checks
| (1) | Examine area b for:
|
| (7) | Examine feather seal slots for:
|
| (10) | Examine all other surfaces for:
|
A. Visual Check
| (1) | Examine area(s) b for:
|
| (7) | Examine area c for:
|
| (9) | Examine feather seal slots for:
|
| (12) | Examine all other surfaces for:
|
72.50.02 LP Turbine Module
LP TURBINE MODULE - REMOVAL/INSTALLATION
1. General
A. The following section describes the removal and installation of the No. 4 bearing,
LP turbine module and related parts.
B. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
C. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC37807 | Pump |
|
| PWC40700 | Adapter |
|
| PWC40781 | Adapter, Dyno-Torque Wrench | Replaces PWC41150 |
| PWC41050 | Wrench |
|
| PWC43265 | Socket |
|
| PWC43266 | Adapter |
|
| PWC43270 | Puller |
|
| PWC43271 | Pusher |
|
| PWC43272 | Puller |
|
| PWC43274 | Pad |
|
| PWC60761 | Sling |
|
| PWC60765 | Puller |
|
| PWC60766 | Puller |
|
| PWC60875 | Support |
|
| PWC61006 | Heater |
|
| PWC64241-6 | Pin, Alignment | Alternate to PWC66686-2 |
| PWC66686-2 | Pin | Obsolete - replaced by PWC64241-6 |
| PWC67176 | Heater Controller |
|
| PWC71392 | Adapter |
|
| PWC89837 | Cylinder |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. No. 4 Bearing and Related Parts - Removal
| (1) | Remove retaining ring (1) and keywasher (2) . |
| (2) | Remove LP shaft rear plug (3) using puller (PWC43263) or (PWC60765). |
| (3) | Remove and discard preformed packings (4) . |
| (4) | Soak No. 4 bearing retaining nut (5) with a 50/50 mixture of engine oil (PWC03-001) and fuel (PWC01-001). |
| (5) | Install adapter (PWC43266) into slots at end of LP shaft. |
| (6) | Slide socket (PWC43265) over adapter and engage lugs with slots in No. 4 bearing retaining nut (5). |
| (7) | Install adapter (PWC40781) on power wrench (PWC41050). |
CAUTION: DO NOT EXCEED 11200 LB. IN. ON ADAPTER (PWC43266).
| (8) | Install power wrench on adapter and socket and remove No. 4 bearing retaining nut. |
| (9) | Loosen jaws of puller (PWC43267) and locate on front face of No. 4 bearing inner race (7) . Secure jaws in place. Turn center bolt of puller to position pad on LP shaft. |
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
| (10) | Remove No. 4 bearing (7) and No. 4 bearing Retaining ring (6) r together using puller PWC43267). Put bearing in a suitable clean container. |
| (11) | Remove flanged sleeve spacer (8) using puller (PWC60766). |
| (12) | Remove No. 4 bearing air seal (9) using puller (PWC43270). |
6. LP Turbine Module - Removal
| (1) | Remove flange nuts. |
| (2) | Install LP compressor shaft pad (PWC43274) (1) into the LP shaft (2) . |
| (3) | Install puller (PWC43272) (3), adapter (PWC71392) (4), hydraulic cylinder (PWC89837) (5) and hydraulic pump (PWC37807) (6). |
CAUTION: MAKE SURE ALUMINUM RING OF LPT SLING IS PLACED ON THE REAR FACE OF THE FIFTH-STAGE
ROTOR.
| (4) | Install the sling (8) (PWC60761). |
| (5) | Apply pressure with the hydraulic pump (PWC37807) (6) to release the LPT module (7) . |
| (6) | Remove LPT module and place on holder (PWC43013). |
| (7) | Put protector (PWC61765) on LP shaft. |
7. LP Turbine Module - Installation
CAUTION: MAKE SURE ALUMINUM RING FROM SLING IS PLACED ON REAR FACE OF 5TH-STAGE ROTOR (3RD-STAGE
LPT).
| (1) |
Install LPT sling (PWC60761) (1).
NOTE: Make sure the lifting eye of the sling is at the top.
|
| (2) | Check dimension A as follows (Ref. Sheet 2):
|
| (6) | If necessary use bolt (2) and clamp (3) to obtain desired setting. |
| (7) | Once dim. A is set, lock rotor in position by tightening bolts (2) and knurled nut on clamp (3) hand tight. |
| (8) | Install guide pin (PWC66686-2) or (PWC64241-6) (4) at top on the LPT rotor case. |
| (9) | Make sure seal rings (5) are installed and joints are staggered 180° apart. Apply sealant (PWC08-014) sparingly to the rings to hold in a compressed and central position. |
CAUTION: DO NOT USE DRY ICE ON THE LP SHAFT.
| (10) |
Connect the heater (PWC61006) to the TOOL output on the controller (PWC67176).
NOTE: The indicated temperature is equivalent to 300° to 310°F (148.9 to 154.4°C) at the
front and rear spigot.
|
| (11) | Install heater into rotor bore. |
| (12) | Turn the main power switch to ON. |
| (13) | Check that controller is set for 490° to 500°F (254.4 to 260°C). |
| (14) | Set the timer to 7 minutes. |
| (15) | Start heating by pressing the HEATER START button. |
| (16) | Start the timer using the START/RESET switch. |
| (17) | Remove heater from rotor. |
| (18) | Install LPT assembly onto fan shaft, aligning splines and guide pin. |
CAUTION: MAKE SURE THE 3RD-STAGE VANE SEAL RINGS AND LP SHAFT SPLINES DO NOT INTERFERE WITH
THE INSTALLATION OF THE LPT ASSEMBLY.
| (19) | Install LPT assembly on LP shaft. |
| (20) | Install adapter (PWC40700) (6), drift (PWC43271) (7), cylinder (PWC89837) (8), and pump (PWC37807) (9). |
| (21) | Make sure adapter is fully threaded on the LP shaft. Apply 2150 to 2250 psi (14,823.7-15,513.2 kPa) pressure. Make sure LPT assembly goes on smoothly. |
| (22) | Release pressure. Unlock bolts (2) and clamps (3) out of position. Re-apply 2150 to 2250 psi (14,823.7-15,513.2 kPa) pressure. Maintain pressure until rotor and shaft temperatures equalize to room temperature. |
| (23) | Remove tools. |
| (24) | Install 4 brackets (1, Fig. ) with 1 bolt (5) and 3 bolts (6). |
| (25) | Install bracket (2) with bolt (6). |
| (26) | Install bracket (3) with bolt (6). |
| (27) | Install bracket (4) with 2 bolts (5). |
| (28) | Install 25 remaining bolts (6). |
| (29) | Tighten all 31 bolts in a star pattern 85 to 95 lb.in. (9.6-10.7 Nm). |
| (30) | Re-tighten until no movement is observed. |
| (31) | Make sure flange is completely seated. |
8. LPT Module Flange Hardware
| (1) | Pre-SB25337:
|
| (10) | Post-SB25337:
|
| (1) | Pre-SB25337: Install four brackets (1) with four bolts (2) . |
| (2) | Post-SB25337: Install four brackets (1) with four bolts (2) and four nuts (12) . |
| (3) | Secure
transducer (3)
to bracket (4) (PWC43443) with 3
capscrews (5)
. Torque screws 13 to 15 lb. in. (1.5-1.7 Nm) and lockwire.
NOTE: Make sure pick-up and bracket mating surfaces are clean and free of burrs or raised
material.
|
| (4) | Pre-SB25337:
|
| (12) | Post-SB25337:
|
9. No. 4 Bearing and Related Parts - Installation
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (1) | Heat No. 4 bearing air seal (9) in oven at 204°C (400°F) for a 10 to 15 minutes. |
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
| (2) | Install No. 4 bearing air seal (9) with adapter (PWC40700), pusher (PWC43271), cylinder (PWC89837), and pump (PWC37807). Maximum cylinder pressure 950 to 1050 PSI. Maintain cylinder pressure until temperatures equalize. Remove tooling. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (3) | Heat No. 4 bearing sleeve spacer (8) in oven at 204°C (400°F) for a minimum of 15 minutes. |
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PUMP PRESSURE OF 1050 PSIG (7.2 kPa).
| (4) | Install sleeve spacer (8) with cylinder (PWC89837), pump (PWC37807), adapter (PWC40700) and pusher (PWC43271). Maintain cylinder pressure until temperatures equalize. Remove tooling. |
| (5) | Make sure that you can see all No. 4 bearing oil lubrication holes on the LP shaft. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN YOU HANDLE HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: PUT ON CLEAN, LINT FREE GLOVES WHEN YOU HANDLE BEARING.
| (6) | Heat the No. 4 bearing (7) in an oven pre-heated at 176 to 204°C (350 - 400°F) for 15 minutes minimum. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN YOU HANDLE HOT PARTS TO PREVENT PERSONAL INJURY.
| (7) | Remove the No. 4 bearing (7) from oven. |
CAUTION: MAKE SURE BEARING IS INSTALLED WITH SERIAL NUMBER FACING FORWARD.
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
| (8) | Install No. 4 bearing (7) with cylinder (PWC89837), pump (PWC37807), adapter (PWC40700) and pusher (PWC43271). Pressurize cylinder 950 to 1050 psi (6550 to 7239 kPa). Maintain cylinder pressure until temperatures equalize. Remove tooling. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (9) | Heat fuel shut off phonic ring (6) in oven at 204°C (400°F) for 10 to 15 minutes. |
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
| (10) | Install phonic ring (6) with cylinder (PWC89837), pump (PWC37807) and adapter (PWC40700) and pusher (PWC43271). Pressurize cylinder 950 to 1050 PSI. |
| (11) | Maintain cylinder pressure and allow low compressor shaft to cool to room temperature. |
| (12) | Remove tooling from LP shaft. |
| (13) | Lubricate threads on low compressor shaft and retaining nut (5) with engine oil (PWC03-001). |
| (14) | Install retaining nut (5) and torque (Fits and Clearances, REF. NO. 1706) using adapter (PWC43266), socket (PWC43265), adapter (PWC40781), wrench (PWC41050). |
CAUTION: DO NOT FORCE KEY WASHER INTO SLOTS. IF KEY WASHER DOES NOT ALIGN, REMOVE PLUG AND
REINSTALL IN A DIFFERENT POSITION OR REINSTALL RETAINING NUT.
| (15) | Fit plug (3) in LP compressor shaft, without packings, to determine the correct locking position of key washer (2). Fit keywasher (2). Mark locking position on key washer, plug and nut using an approved marker. Remove keywasher and plug. |
| (16) | Lubricate and install two new preformed packings (4) on plug (3). |
| (17) | Install plug (3) in low compressor shaft with drift (PWC60764). |
| (18) | Install keywasher (2) and retaining ring (1). |
LP TURBINE MODULE - INSPECTION/CHECK
1. General
A. This section provides instructions and limits for inspection/check of the LP Turbines,
Stators and Case.
B. It is recommended that a magnifying glass of at least 10X power be used when visually
inspecting for damage.
C. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
D. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
A. Visual Check of Case
| (1) | Examine for cracks. Reject if evident. |
| (2) | Examine for nicks or dents. Acceptable, with blending, to a maximum depth of 0.030 inch (0.8 mm). |
| (3) | Examine for evidence of isolated heat spots. Reject if evident. |
| (4) | Examine front and rear flanges for deformation. Reject if evident. |
| (5) | Examine clinch nuts for thread damage. Replace as necessary (Ref. 70-00-00, REPAIR). |
6. Third-stage Vane Assembly
A. General
| (1) | Vane and/or blade deterioration is acceptable for continued service if component integrity is not effected, ie. no missing material, excessive damage, or airfoil distortion, and engine performance is within limits. |
7. Fourth-stage Rotor Assembly
| (1) | Examine for cracks. Reject if evident. |
| (2) | Examine for nicks or dents. Reject if evident. |
| (3) | Examine for evidence of damage to internal spline as follows:
|
| (8) | Examine for fretting on Faces A and/or B. Light fretting is acceptable. Remove raised metal and/or sharp edges. |
8. Fifth-stage Rotor Assembly
A. Visual Check of Disk
| (1) | Inspect for cracks. Reject assembly if evident. |
| (2) | Inspect for nicks or dents. Reject assembly if evident. |
| (3) | Inspect for cracked or deformed blade retaining rivets. Reject assembly if evident. |
B. General
| (1) | Vane and/or blade deterioration is acceptable for continued service if component integrity is not effected, ie. no missing material, excessive damage, or airfoil distortion, and engine performance is within limits. |
9. LP Compressor Shaft
| (1) | Examine contact surfaces, fourth-stage disk area A, spacer area B and bearing contact
area C:
|
| (7) | Examine splines:
|
72.50.03 Exhaust Case
EXHAUST CASE - REMOVAL/INSTALLATION
1. General
A. The following section describes the removal and installation of the exhaust case
assembly and the No. 4 bearing assembly. This procedure is intended for use during
Heavy Maintenance.
B. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
C. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers, and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC32396 | Jackscrew | Exhaust Case |
| PWC37807 | Hydraulic Pump | Exhaust Case |
| PWC40538 | Heater, Exhaust Case | Alternate to PWC61437 |
| PWC43580 | Puller | No. 4 Bearing Carbon Seal |
| PWC43581 | Drift | No. 4 Bearing Carbon Seal |
| PWC43582 | Base | No. 4 Bearing Carbon Seal |
| PWC43584 | Drift | Exhaust Case |
| PWC60134 | Puller | Exhaust Case |
| PWC60136 | Controller | Exhaust Case |
| PWC60927 | Lifter | Exhaust Case |
| PWC60995 | Gage | Fuel Shut-off Mechanism |
| PWC61437 | Heater, Exhaust Case | Obsolete - replaced by PWC40538 |
| PWC63134 | Drift, Seal Carrier |
|
| PWC63135 | Puller, Seal Carrier |
|
| PWC63141 | Drift, No. 4 Bearing Carbon Seal |
|
| PWC63224 | Base, No. 4 Bearing Seal Carrier |
|
| PWC63410 | Drift, Carbon Seal Carrier |
|
| PWC69269 | Heat Gun |
|
| PWC89837 | Hydraulic Cylinder | Replaces PWC32506 |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Exhaust Case - Removal
CAUTION: DO NOT ROTATE ENGINE MORE THAN 10 DEGREES FROM HORIZONTAL POSITION.
| (1) | Mark top center position of exhaust case (1) with an approved marker. |
| (2) | Pre-SB25294:
|
| (12) | Post-SB25294:
|
CAUTION: REMOVE EXHAUST CASE EVENLY. MAKE SURE NO DAMAGE OCCURS TO CARBON SEAL OR SEAL CARRIER.
| (23) | Install lifter (PWC60927) and separate exhaust case with four jacking screws (PWC32396-100) on flange F at location L. |
| (24) | Remove exhaust duct assembly and place on a clean working surface. |
| (25) | Remove lifter and jacking screws. |
6. Exhaust Case - Disassembly
NOTE: Inspect the exhaust case without stripping the assembly. If it is necessary to inspect
the No. 4 bearing area, disassemble the exhaust case as required.
| (1) | Index mark seal carrier assembly (6) to exhaust case (1) with an approved marker. |
| (2) | Remove retaining ring (5) . |
| (3) | Pre-SB25273: Install cylinder (10) (PWC89837) and puller (PWC60134). |
| (4) | Post-SB25273: Install cylinder (10) (PWC89837) and puller (9) (PWC63135). |
| (5) | Connect pump (11) (PWC37807) to cylinder and remove seal carrier (6). |
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
| (6) | Remove retaining ring (4) and No. 4 bearing outer race (3) . Remove and discard sealing rings (2) . |
| (7) | Remove oil nozzle (7) and withdraw oil strainer element (8) . |
7. No. 4 Bearing Carbon Seal
A. Removal from Seal Carrier Assembly (Pre-SB25273) (Ref. Fig. )
NOTE: The seal carrier assembly can be inspected without disassembly. If damage is noted,
disassemble seal carrier.
| (1) | Mount seal carrier assembly (1) on base (PWC43582). |
| (2) | Remove retaining ring (2) from seal carrier (1) . |
| (3) | Remove carbon seal (3) from seal carrier with puller (PWC43580). |
B. Removal from Seal Carrier Assembly (Post-SB25273) (Ref. Fig. )
NOTE: The seal carrier assembly can be inspected without disassembly. If damage is noted,
disassemble seal carrier.
| (1) | Remove the retaining ring (2) from seal carrier (1). |
| (2) | Make three reference marks on the outside of the carrier in line with the center of the inner scallops and the three oil holes. |
CAUTION: MAKE SURE THAT THE REFERENCE MARKS ARE ALIGNED BEFORE APPLYING PRESSURE OTHERWISE
THE CARRIER WILL BE DAMAGED.
| (3) | Put the seal carrier assembly in the base (part of PWC63410). Align the reference marks on the carrier with the three reference lines on the base (part of PWC63410). |
| (4) | Install drift (part of PWC63410) into position, turn the top of drift and install the cylinder (PWC89837). |
| (5) | Connect pump (PWC37807) (6) to cylinder (PWC89837) and remove carbon seal (3) from seal carrier (1). Discard the carbon seal (3). |
C. Installation in Seal Carrier (Pre-SB25273) (Ref. Fig. )
CAUTION: HANDLE CARBON SEAL WEARING CLEAN, LINT-FREE GLOVES.
| (1) | Lubricate faces of No. 4 bearing carbon seal (3) with engine oil (PWC03-001), place in a plastic bag and put bag in freezer at -40°F (-40°C). |
WARNING: WEAR HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
| (2) | Place seal carrier (1) in oven at 400°F (204°C) for 15 minutes minimum. |
WARNING: WEAR HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
| (3) | Remove seal carrier (1) from oven and place in base (PWC43582). |
| (4) | Remove No. 4 bearing carbon seal (3) from freezer and install carbon seal (3) in seal carrier, serial number up, with drift (PWC43581). |
| (5) | Install retaining ring (2) . |
| (6) | Make sure that the carbon seal was not damaged during installation. |
D. Installation in Seal Carrier (Post-SB25273) (Ref. Fig. )
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING COLD PARTS TO PREVENT PERSONAL INJURY.
CAUTION: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING CARBON SEAL.
| (1) | Lubricate the faces of No. 4 bearing carbon seal (3) with engine oil (PWC03-001), place in a plastic bag and put bag in freezer at -40°F (-40°C). |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (2) | Place seal carrier (1) in oven at 400°F (204°C) for 15 minutes minimum. |
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
| (3) | Remove seal carrier (1) from oven and place in base (PWC63224). |
| (4) | Remove No. 4 bearing carbon seal (3) from freezer and install carbon seal (3) on the
drift (PWC63141) (5), seal against the upper flange of drift and serial number up with drift (PWC63141) (5).
NOTE: Freeze the seal and drift before the installation of seal on the drift.
|
| (5) | Install No. 4 carbon seal (3) in the carrier with the drift (PWC63141) (5) and base (PWC63224) (4). |
| (6) | Install retaining ring (2). |
| (7) | Make sure that the carbon seal was not damaged during installation. |
8. Exhaust Case - Assembly
| (1) | Install strainer (8) in exhaust case. |
| (2) | Lubricate threads of oil nozzle (7) with engine oil (PWC03-001), install and torque 175 to 195 lbf.in. (19.8-22.0 Nm) (REF. NO. 1709, Fits and Clearances). |
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
| (3) | Lubricate two seal rings (2) with engine oil (PWC03-001)and install on No. 4 bearing outer race (3) . Make sure seal ring joints are staggered 180 degrees apart. |
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
| (4) | Lubricate No. 4 bearing outer race (3) with engine oil (PWC03-001)and install into turbine exhaust case (1) , with serial number facing upwards. Make sure anti-rotation lug on bearing engages with exhaust case. |
| (5) | Install retaining ring (4) . |
| (6) | Locally heat exhaust case bore for a minimum of 15 minutes with a heat gun. |
| (7) | Clean mating surfaces of carrier (6) and exhaust case (1) with cloth dampened in solvent (PWC11-014). |
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING CARBON SEAL PART TO PREVENT PERSONAL
INJURY.
CAUTION: DO NOT IMMERSE CARBON SEAL IN ANY CLEANING FLUIDS.
| (8) | Pre-SB25273: Apply a thin coat of engine oil (PWC03-001) to seal. |
| (9) | Pre-SB25273: Apply a thin and even coat of locking and retaining compound (PWC09-002) around Area C of the seal carrier assembly (6) . |
| (10) | Post-SB25273: Do not use locking compound. Clean the mating surfaces again with a clean lint-free cloth soaked with solvent (PWC11-014) and allow to dry. |
| (11) | Heat exhaust case - Method A:
|
| (14) | Heat exhaust case - Method B:
|
| (18) | Pre-SB25273: When time is up remove heater and install carrier seal assembly (6) in exhaust case with drift (PWC43584). |
| (19) | Post-SB25273: When time is up remove heater and install carrier seal assembly (6) in exhaust case with drift (11) (PWC63134). |
| (20) | Pre-SB25273: Remove any excess traces of locking and retaining compound (PWC09-002). Make sure that no compound in contact with the carbon seal element. |
| (21) | Install retaining ring (5) . |
9. Exhaust Cone
| (1) | Apply a thin film of anti-seize compound (PWC06-009) to threads of screws (2) . |
| (2) | Align holes and install exhaust cone (3) on exhaust case flange (4). |
| (3) | Install screws (2) and torque 18 to 22 lb.in. (2-2.4 Nm). |
10. Fuel Shut-off Mechanism
NOTE: It is not normally required to disconnect or to remove the overspeed control linkage.
| (1) | Remove cotterpin (12) , washer (11) , pin (10) and control rod (13) from lever (9) . Discard cotterpin. |
| (2) | Remove cotterpin (12), washer (11), pin (14) and control rod (13) from bellcrank (15) . Discard cotterpin. |
| (3) | Remove control rod (13) from exhaust case (1) through port in strut at bellcrank mounting bracket (16) . |
| (4) | If required, remove remaining overspeed control linkage:
CAUTION: IF OVERSPEED CONTROL PIN IS REMOVED FOR ANY REASON, RETAINING BLOCK MUST BE REMOVED
THEN REINSTALLED AS PART OF OVERSPEED CONTROL PIN DIMENSIONING PROCEDURE (REF. PARA.
).
|
CAUTION: IF OVERSPEED CONTROL PIN IS REMOVED FOR ANY REASON, RETAINING BLOCK MUST BE REMOVED
THEN REINSTALLED AS PART OF OVERSPEED CONTROL PIN DIMENSIONING PROCEDURE.
| (1) | If required, fasten bellcrank mounting bracket (16) to mounting bosses on exhaust case (1) with three bolts (20) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | If removed, install bellcrank (15) to bracket (16) with bolt (17) and nut (18) . Torque nut 65 to 85 lb.in. (7.3-9.6 Nm) and install cotterpin (19) . |
| (3) | Check pin clearance (REF. NO. 1282, Table 601) as follows:
|
| (11) | Install serviceable ring seal (6) in overspeed linkage pin bore. |
| (12) | Install pin (8) into retaining block (3). Install retaining block and two
bolts (7)
. Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
NOTE: Do not install retaining block in exhaust case before pin is installed in retaining
block.
|
| (13) | Install fork on lever (9) over head of pin (8). |
| (14) | Fasten lever (9) to retaining block with sleeve spacer (4) , bolt (5) and nut (2) . Torque nut to 36 to 40 lb.in. (4.1-4.5 Nm). |
| (15) | Insert control rod (13) through exhaust case port at bellcrank mounting bracket (16). |
| (16) | Fasten control rod (13) to lever (9) with pin (10) , washer (11) and cotterpin (12) . |
| (17) | Fasten control rod (13) to bellcrank (15) with pin (14) , washer (11) and cotterpin (12). |
| (18) | Adjust bolt (7) to obtain lever locating dimension (Fits and Clearances REF. NO. 1281) and fasten with nut (6). Torque nut (6) 75 to 85 lb.in. (8.5-9.6 Nm) and install lockwire (PWC05-089). |
| (19) | Check pin and linkage installation:
|
11. Exhaust Case - Installation
| (1) | Install lifter (PWC60927). |
| (2) | Lubricate faces of No. 4 bearing carbon seal with engine oil (PWC03-001). |
| (3) | Align top center mark of exhaust case (1) with mark on flange F of LP turbine assembly. Align flange locating pin and install exhaust case. |
| (4) | Pre-SB25294:
|
| (16) | Post-SB25294:
|
| (29) | Torque all nuts (2) 85 to 95 lb.in. (9.6-10.7 Nm) in a star pattern. |
| (30) | Remove lifter, and install engine mounts (Ref. Aircraft Maintenance Manual). |
EXHAUST CASE ASSEMBLY- INSPECTION/CHECK
1. General
A. This section provides instructions and limits for inspection/check of the exhaust
case assembly.
B. It is recommended that a magnifying glass of at least 10X power be used when visually
inspecting for damage.
C. Within the following text, where the term nicks or dents is used, unless otherwise
specified, blend repair limits are applicable provided at least 70 percent of original
surface remains undamaged.
D. Parts found unsuitable for further engine running should be replaced. Rejected
parts should be returned to Pratt & Whitney Canada for complete inspection and possible
repair/refurbishment.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
A. Visual Check of Case
| (1) | Inspect for cracks. Cracks are acceptable within the following limits:
|
| (6) | Visually inspect No. 4 bearing external pressure and scavenge oil tubes for cracks and corrosion. Reject exhaust case if any cracks or corrosion is found. |
| (7) | Nicks and dents are acceptable to a maximum depth of 0.030 inch (0.76 mm). |
| (8) | Reject exhaust case if any corrosion, isolated heat spots or deformed flanges are found. |
B. Visual Check of Heat Shield, Mixer and Cone
| (1) | Inspect for cracks in welded seams as follows:
|
| (4) | If cracks are found in other areas, reject exhaust case. |
| (5) | Nicks and dents are acceptable to a maximum depth of 0.015 inch (0.38 mm). |
| (6) | If isolated heat spots are found, reject component. |
C. Visual Check of No. 4 Bearing Oil Nozzle
| (1) | Check nozzle and strainer for damage or blockage. Reject if any damage is found. |
CAUTION: CARBON SEALS ARE EASILY DAMAGED. BE CAREFUL WHEN HANDLING .
| (1) | Examine outer case for:
|
| (4) | Examine carbon sealing ring for cracks or deterioration. Reject if evident. |
| (5) | Examine dia. A for nicks, chips or scratches. Acceptable up to a maximum of 0.005 inch deep provided a continuous band at least 50 percent of original seal width remains undamaged. |
| (6) | Examine side faces and chamfers. Nicks, chips and scratches are acceptable provided the sealing in the housing is not affected. |
CAUTION: TO PREVENT DAMAGE TO SEAL, AVOID EXCESSIVE RADIAL MOVEMENT.
| (7) |
Check operation of seal in case. Movement should be smooth without sticking or binding.
NOTE: Carry out dimensional inspection if oil leaks are evident.
|
| (8) | Dimensionally check Dia. A using a bore gage employing air gap principle or equivalent. Acceptable provided dimension does not exceed specified limits (F & C REF. NO. 1175). |
| (9) | Dimensionally check remainder of carbon seal (F & C REF. NO. 1176). |
| (1) | Inspect complete fuel shut-off mechanism for freedom of movement and correct operation. Particular attention must be directed to the No. 4 bearing housing shut-off pin, exhaust case connecting rod and shut-off cable to ensure operation without interference or contaminate build up. |
| (2) | Remove the exhaust cone. |
| (3) | Check the operation of the pin by moving the control rod up maximum deflection. |
| (4) | Check for cracks. Reject if found. |
| (5) | Nicks and dents are acceptable to a maximum depth of 0.005 inch (0.13 mm). |
6. Fits, Clearances and Torque Loadings
A. General
The following pages provide the fits and clearances, torques, spring pressures, special
assembly, and backlash checks.
All tables have metric equivalents given in parentheses either beside or below the
imperial measurements.
For all tables, the indicated REF. NO. can be found on the Figure following the last
table.
B. Dimensional Checks
The DIMENSIONS FOR REF. column indicates minimum and maximum manufacturing dimensions
of two mating parts. These dimensions are provided for information only.
The LIMITS column indicates the desired minimum and maximum fits and clearances between
new parts, and also the allowable limit to which these parts may wear before replacement
is necessary.
The letter T indicates a tight fit; L or no letter, a loose fit.
BY SELECTION means parts must be matched by selection to provide a required fit.
FIT TO means a fitting operation may be required at assembly to obtain the required
fit.
An asterisk (*) indicates part(s) should be replaced if any looseness is evident.
Unless otherwise stated, all fits are diametrical. Spline fits are calculated from
chordal dimensions.
72.60 Accessory Gearbox
72.60.00 Accessory Gearbox
ACCESSORY GEARBOX ASSEMBLY - DESCRIPTION AND OPERATION
1. Accessory Gearbox and Towershaft Section
The accessory gearbox is mounted below the engine on the intermediate casing, and
is driven through an angled towershaft passing through the 6 o'clock strut of the
intermediate casing. The splines of the towershaft engage bevel gears at both ends,
the upper gear meshing with the bevel gear on the high pressure compressor rotor shaft,
and the lower gear meshing with the bevel gear on the starter-generator driveshaft
in the accessory gearbox. Two N2 speed sensor units, located in the accessory gearbox
casing (RH side), pick up N2 speed signal pulses from a spur gear on the alternator
driveshaft.
The accessory gearbox consists of a cast magnesium housing with a rear cover. An
airframe-supplied starter-generator mounts on the starter-generator pad of the housing,
and connects with the gearbox main shaft assembly. The main shaft assembly is supported
by a plain bearing at the front of the housing and a ball thrust bearing in the gearbox
cover at the rear. The main shaft has an integral spur gear which drives two gears
supported by identical plain bearings in the housing and cover. Garter seals and retaining
rings are mounted on the ends of all shafts. Oil trays installed in the housing reduce
foaming. The alternating current (AC) generator mounts on a pad on the left of the
gearbox cover and the hydro-mechanical metering unit (HMU), which houses the cartridge-type
fuel pump, mounts to the AC generator. The AC generator provides power to EEC.
The right-hand pad on the cover provides for mounting of an airframe-supplied hydraulic
pump.
The AC generator gearshaft drives a spur gear which, in turn, drives the pressure
and scavenge oil pump assemblies mounted on the outer and inner left-hand side of
the housing, respectively. The alternator shaft, which is driven by the hydraulic
pump shaft, incorporates an oil-air separator. An integral spur gear on the alternator
shaft is the pulse generator gear supplying high-pressure rotor speed signals to two
speed sensors. The speed sensors are radially located in the right-hand side of the
accessory gearbox casing.
A chip detector is installed at the bottom of the gearbox casing. The chip detector
provides an indication of ferrous particles in the lubrication system when a continuity
check is performed. Provisions exist for airframe wiring to provide in-flight indication
of contamination.
Pressure oil for the lubrication of the accessory gearbox bearing is routed via a
transfer tube from the intermediate case and passes through integral passageways in
the housing and cover. An engine data plate is riveted onto the engine identification
plate installed at the underside of the accessory gearbox housing.
72.60.01 Accessory Gearbox
ACCESSORY GEARBOX - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to CONSUMABLE MATERIALS section for alternate products, suppliers and suppliers addressess.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC43176 | Puller |
|
| PWC43177 | Puller |
|
| PW58104 | Wrench Assembly Connector |
|
| PWC60144 | Adapter |
|
| PWC60225-01 | Drift |
|
| PWC60635 | Puller |
|
| PWC60679 | Extractor |
|
| PWC60682 | Pusher |
|
| PWC60683 | Pusher |
|
| PWC60684 | Extractor |
|
| PWC60685 | Pusher |
|
| PWC61155 | Drift |
|
| PWC61951 | Puller |
|
| PWC66103 | Puller |
|
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Breather Adapter
| (1) | Remove breather tube (Ref. Aircraft Maintenance Manual). |
| (2) | Remove two bolts (10) and two washers (9) securing the breather adapter (8) to the accessory gearbox. |
CAUTION: DO NOT DAMAGE THE LIP SEAL INSTALLED IN THE BREATHER ADAPTER.
| (3) | Remove breather adapter (8) from the AGB using puller (PWC43177). |
| (4) | Remove and discard preformed packing (7) from the breather adapter. |
| (5) | Remove retaining ring (6) . |
| (6) | Remove lip seal (5) using extractor (PWC43176). |
| (1) | Remove any raised material from the breather adapter retaining ring groove. |
| (2) | Heat the breather adapter (8) in oven at 300°F to 350°F (148°C to 176°C) for 15 to 20 minutes. |
| (3) | Remove the breather adapter from the oven. |
| (4) | Lightly lubricate the inner surface of the adapter with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011). |
| (5) | Lightly lubricate the outer surface of lip seal (5) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011). |
CAUTION: MAKE SURE THE BREATHER ADAPTER LIP SEAL IS INSTALLED WITH THE SILVER METAL SURFACE
AND BLACK SEAL LIP FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE LIP SEAL AFTER INSTALLATION.
| (6) |
Seat the lip seal into the breather adapter using drift (PWC60225-01).
NOTE: Do not remove the mandrel from the lip seal.
|
| (7) | Install retaining ring (6) in the groove inside the breather adapter. |
| (8) | Lubricate preformed packing (7) with engine oil (PWC03-001) and install on breather adapter (8). |
| (9) | Clean the breather gearshaft in the area of the lip seal running surface and dry using
alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal to the shaft
during initial engine run.
|
| (10) | With the mandrel still fitted in the lip seal, align the mandrel with the breather
shaft and push the adapter in place by hand.
NOTE: The shaft will push the mandrel out from the adapter.
|
| (11) | Discard the mandrel. |
| (12) | Lubricate the threads of two bolts with engine oil (PWC03-001) and secure the breather adapter (8) to the accessory gearbox with two washers (9) and two bolts (10) . Torque the bolts 36 to 40 lb.in. (4.1-4.6 Nm.). |
| (13) | Install the breather tube (Ref. Aircraft Maintenance Manual). |
6. Hydraulic Pump Gearshaft
| (1) | Gain access to hydraulic pump lip seal by removing hydraulic pump (Ref. Aircraft Maintenance Manual). |
| (2) | Remove retaining ring (14) . |
| (3) | If necessary, cut the Teflon seal (13) with suitable knife to install the extractor. |
CAUTION: DO NOT TAP OR AVOID THE USE OF EXCESSIVE FORCE DURING INSTALLATION ON THE EXTRACTOR.
| (4) | Remove seal (13) with the extractor (PWC60684). |
| (1) | Remove any raised material from the hydraulic pump retaining ring groove. |
| (2) | Clean the hydraulic pump gearshaft in the area of the lip seal contact and dry with
alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial
engine run.
|
| (3) | Lightly lubricate the outer surface of lip seal (13) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011). |
CAUTION: MAKE SURE THE HYDRAULIC PUMP LIP SEAL IS INSTALLED WITH THE BEIGE COLORED SEAL LIP
FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
| (4) | With the mandrel fitted in seal (13), align the mandrel to the shaft and push the seal squarely onto the hydraulic pump shaft. |
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF
MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60683).
| (5) | Remove and discard the mandrel. |
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60683), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE
FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH.
MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
| (6) | Install the lip seal with the pusher (PWC60683). Torque the pusher from 50 to 60 lb.in. (5.8 - 6.9 Nm.). |
| (7) | Install retaining ring (14) . |
| (8) | Install hydraulic pump (Ref. Aircraft Maintenance Manual). |
| (1) | Remove the hydraulic pump (Ref. Aircraft Maintenance Manual). |
| (2) | Remove hydraulic pump gearshaft lip seal (Ref. Para. , above). |
| (3) | Remove retaining ring (12) . |
| (4) | Remove hydraulic pump gearshaft
splined adapter (11)
using puller (PWC60635).
NOTE: Store splined adapter with hydraulic pump gearshaft parts to avoid mixing with other
AGB splined adapters.
|
| (1) | Lubricate the internal splines of the hydraulic pump gearshaft with engine oil (PWC03-001). |
| (2) | Install
splined adapter (11)
into the gearshaft by lightly tapping with a soft faced drift (PWC61155).
NOTE: Fully seat splined adapter to allow installation of the retaining ring.
|
| (3) | Install retaining ring (12) . |
| (4) | Install the hydraulic pump gearshaft lip seal (Ref. Para. , above). |
| (5) | Install the hydraulic pump (Ref. Aircraft Maintenance Manual). |
7. PMA/AC Generator
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove HMU (Ref. Chapter 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES). |
| (3) | Disconnect wiring harness connectors P11 and P12 from PMA/AC generator housing connectors (13 and 12). |
| (4) | Remove five self-locking nuts (10) and washers (9) securing PMA/AC generator housing (8) to AGB cover. |
| (5) | Remove housing (8). Discard preformed packing (7) . |
| (6) | Remove retaining ring (6) and keywasher (5) . |
| (7) | Remove retaining nut (4) using socket (PWC43553) and adapter (PWC60144). |
| (8) | Remove rotor (3) from fuel pump gearshaft (2) . |
| (1) | Install PMA/AC generator rotor (3) on fuel pump gearshaft (2) . |
| (2) | Lubricate threads and mating face of retaining nut (4) with engine oil (PWC03-001) and install on fuel pump gearshaft (2). |
CAUTION: SOCKET (PWC43553) HAS A TWO INCH OFFSET. REFER TO CHAPTER 70-00-00, STANDARD PRACTICES - MAINTENANCE PRACTICES FOR RECALCULATION OF TORQUE VALUES.
| (3) | Torque 600 to 800 lb.in. (69.4 to 92.4 Nm.) using socket (PWC43553) and adapter (PWC60144). |
| (4) | Loosen nut to zero. |
| (5) | Retorque to 600 lb.in. (69.4 Nm.). |
CAUTION: FINAL TORQUE MUST NOT EXCEED 800 LB.IN. (92.4 Nm.).
| (6) | Tighten to the next locking position. |
| (7) | Install keywasher (5) and retaining ring (6) on retaining nut (4). |
| (8) | Install new preformed packing (7) on PMA/AC generator housing (8) . |
| (9) | Install housing (8) over rotor (3).
NOTE: Set locating pin (11) at the 6 o'clock position.
|
| (10) | Secure housing (8) with five washers (9) and five self-locking nuts (10) . Torque 32 to 36 lb.in. (3.6-4.1 Nm.). |
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE FROM MOISTURE; IF NECESSARY, DRY WITH HEAT GUN.
CAUTION: PROPER PIN ENGAGEMENT SHOULD BE ACHIEVED BY HAND TIGHTENING. CONNECTORS ARE PROPERLY
TIGHTENED WHEN ONLY THE BLUE COLOR IS VISIBLE; THE RED COLOR BAND SHOULD NOT BE VISIBLE.
| (11) |
Attach wiring harness connector P12 to housing connector (12) and harness connector
P11 to housing connector (13). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL-JAWED
PLIERS TO TIGHTEN CONNECTORS.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (14) | Restore electrical power to appropriate system and reset EEC circuit breaker to ON. |
| (15) | Select maintenance discrete OFF. |
| (16) | Refer to Chapter 71-00-00, POWER PLANT - ADJUSTMENT/TEST, for checks following installation of the PMA/AC generator. |
| (1) | Remove HMU (Ref. Chapter 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES). |
| (2) | Remove retaining ring (15, Fig. , Sheets 1 and 2). |
CAUTION: DO NOT DAMAGE THE DRIVE SHAFT OUTSIDE DIAMETER.
| (3) | Remove PMA/AC generator housing from the AGB (Ref. Para. ). |
| (4) | Remove lip seal (16) by pushing outward from inside of the housing, using teflon drift (PWC51137). |
| (1) | Remove any raised material from the PMA/AC generator retaining ring groove. |
| (2) | Clean the gearshaft in the area of the lip seal contact surface and dry with alcohol
(PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial
engine run.
|
| (3) | Lightly lubricate the outer surface of lip seal (16) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011). |
CAUTION: MAKE SURE THE LIP SEAL IS INSTALLED WITH THE BEIGE COLORED SEAL LIP FACING THE RETAINING
RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
| (4) | With the mandrel fitted in the seal (16), align the mandrel to the shaft and push the seal squarely onto the shaft. |
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF
MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60685).
| (5) | Remove and discard the mandrel. |
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION.
THE LIP SEAL MUST BE SEATED BELOW THE RETAINING RING GROOVE.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60685), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE
FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH.
MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
| (6) | Install the lip seal with the pusher (PWC60685). Torque the pusher from 50 to 60 lb.in. (5.8-6.9 Nm.). |
| (7) | Index the pusher 180 degrees and retorque 50 to 60 lb.in. (5.8-6.9 Nm.). |
| (8) | Install retaining ring (15) . |
CAUTION: DO NOT DAMAGE THE DRIVE SHAFT OUTSIDE DIAMETER.
| (9) | Install the PMA/AC generator housing onto the AGB (Ref. Subpara. ). |
8. Alternator or Starter
| (1) | Remove alternator or starter to gain access to the lip seal (Ref. Aircraft Maintenance Manual). |
| (2) | Remove the starter shaft shield (22) using puller (PWC61951). Remove and discard preformed packing (21) . |
| (3) | Remove retaining ring (1) or (20) (Ref. Fig. , Section F-F, Section G-G similar). |
| (4) | If necessary, cut the Teflon seal (13) with suitable knife to install the extractor. |
CAUTION: DO NOT TAP OR AVOID THE USE OF EXCESSIVE FORCE DURING INSTALLATION ON THE EXTRACTOR.
| (5) | Remove lip seal (2) or (19) with the extractor (PWC60679). |
| (1) | Remove any raised material from the retaining ring groove. |
| (2) | Clean the gearshaft in the area of the lip seal contact and dry with alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial
engine run.
|
| (3) | The new seal (2) or (19) is supplied pre-installed on mandrel. Make sure seal is fitted properly on mandrel. |
| (4) | Lightly lubricate the outer surface of lip seal with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011). |
CAUTION: MAKE SURE THE LIP SEAL IS INSTALLED WITH THE BEIGE SEAL LIP FACING THE RETAINING
RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
| (5) | With the mandrel fitted on the seal, align the mandrel to the shaft and push the seal squarely onto the shaft. |
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF
MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60682).
| (6) | Carefully remove the mandrel. |
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION.
THE LIP SEAL MUST BE SEATED BELOW THE RETAINING RING GROOVE.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60682), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE
FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH.
MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
| (7) | Install the lip seal onto the shaft with the pusher (PWC60682). Torque the pusher from 50 to 60 lb.in. (5.8-6.9 Nm.). |
| (8) | Index the pusher 180 degrees and retorque 50 to 60 lb.in. (5.8-6.9 Nm.). |
| (9) | Install the retaining ring (1) or (20) in the groove. |
| (10) | Install preformed packing (21) on the starter shaft shield (22) . |
| (11) | Install the starter shaft shield. |
| (12) | Install alternator or starter (Ref. Aircraft Maintenance Manual). |
| (1) | Remove alternator or starter (Ref. Aircraft Maintenance Manual). |
| (2) | Remove lip seal (Ref. Para. , above). |
| (3) | Remove retaining ring (3) or (18) . |
| (4) | Remove splined adapter
(4)
or
(17)
using puller (PWC60635).
NOTE: Store splined adapter with the alternator or starter gearshaft parts to avoid mixing
with other AGB splined adapters.
|
| (1) | Examine the starter splined adapter (17, Fig. ) for the following damage (Ref. Fig. , Section A-A, Area 1):
|
| (7) | Reject if damage is not within the specified limits. |
| (1) | Lubricate the internal splines of the alternator or starter gearshaft with engine oil (PWC03-001). |
| (2) | Install splined adapter
(4)
or
(17)
into the gearshaft by lightly tapping with a soft faced drift (PWC61155).
NOTE: Fully seat splined adapter to allow installation of the retaining ring.
|
| (3) | Install retaining ring (3) or (18) . |
| (4) | Install the alternator or starter gearshaft lip seal (Ref. Para. , above). |
| (5) | Install the alternator or starter (Ref. Aircraft Maintenance Manual). |
F. Removal of Oil Drain
| (1) | Pre-SB25088:
|
| (4) | Post-SB25088:
|
G. Installation of Oil Drain
| (1) | Pre-SB25088:
|
| (5) | Post-SB25088:
|
9. Engine Identification and Trim Plates
| (1) | Remove head of four rivets (3) using a 0.125 inch diameter drill. |
| (2) | Using a suitable punch, light tap the rivet stem through the trim plate (5) and identification plate (4) until the plate is free. |
| (3) | Remove four screws (2) and retaining plate (1) . |
| (4) | Remove wasted portion of rivets (3) from cavities in accessory gearbox housing. |
| (1) | Secure retaining plate (1) to AGB with four screws (2) . Torque screws 9 to 11 lb.in. (1.0-1.2 N.m). |
| (2) | Install identification plate (4) on retaining plate (1). Put trade mark on identification plate forward. Secure with two blind rivets (3) in the front corners using suitable riveting tool. |
| (3) | Install trim plate (5) over bottom portion of identification plate (4) and make sure no information is obscured. Secure with two blind rivets (3) using suitable tool. |
| (4) | Cut and file rivet stems flush to head. Do not push rivet stem inside AGB case. |
10. Repair
| (1) | Remove the starter-generator or alternator from the AGB (Ref. AMM). |
| (2) | A locally manufactured hole guide is recommended to get the required repair tolerances. |
| (3) | Drill mount pad hole to diameter of 0.515 to 0.521 in. and to depth of 0.750 in. |
| (4) | Make a chamfer of 82° to 100° with a diameter of 0.572 to 0.582 in. |
| (5) | Tap the hole: 0.5625-12 UNC-2B to 0.560 in. minimum, full depth threads. |
| (6) | Clean the area. |
| (7) | Apply the chromate conversion solution on the magnesium casings (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). |
| (8) | Measure the wall thickness between the bottom of the hole and the back of the mount pad flange. Make sure it is 0.090 in. minimum. |
| (9) | Install a Keensert insert P/N MS51831A204L or MS51831A204 or any equivalent 0.010
to 0.030 in. below the surface of the hole.
NOTE: Other equivalent insert P/N's can also be used: NAS1395C6L, NAS1395-6L or KNH624J.
|
| (10) | Drive the insert locking keys down. |
| (11) | Install the starter-generator or alternator on the AGB (Ref. AMM). |
72.70 Bypass Section
72.70.00 Bypass Ducts
BYPASS DUCTS - DESCRIPTION AND OPERATION
1. General
The engine bypass ducts consist of a two-piece annular outer assembly and a six-piece
annular inner assembly. The outer assembly is secured to the rear outer flange of
the intermediate case (Flange C), while the inner assembly is located with a snug
fit to the inside diameter of the intermediate case, and is secured to the front flange
of the combustion chamber case. An outer fan duct and inner core ducts are secured
to the rear flanges of the outer and inner bypass duct assemblies respectively. The
total configuration forms a full length bypass duct, through which bypass air is propelled.
The inner bypass duct is an aluminum sheet metal assembly, comprising six main sections
and three faired support-struts. A snug fit locates the front end of the bypass duct
to the intermediate case, while a support ring, bolted to the rear flange of the gas
generator case provides a rigid support midway along the length of the bypass duct.
A stiffening ring, attached to the rear end of the bypass duct, adds rigidity and
provides the attachment surface for the airframe-supplied core cowl.
A box-shaped section, fastened to the inside of the bypass duct at the rear end, provides
thermal protection for the spark igniters and cables. The lower right panel provides
access to the hybrid fuel nozzles.
The struts at the 3 and 9 o'clock positions provide passageways for the cabin bleed
air pipes, while the strut at the 6 o'clock position houses fuel and oil transfer
tubes and the emergency fuel shutoff cable.
The outer bypass duct consists of a two-piece annular aluminum sheet metal assembly,
with flanges at the front, rear and sides. The front flange is bolted to the rear
outer face of the intermediate case (Flange C) and the rear flange (Flange D) provides
the means of attachment for the airframe-supplied fan duct. Flanges at the 3 and
9 o'clock positions secure the two halves of the assembly together. An access panel
located under the ignition exciter box mounts provides access to the inner bypass
duct access panel, which allows access to the hybrid fuel nozzles. Various bosses
around the circumference of the duct provide for accessories and external fittings.
The mid core duct consists of two-piece aluminum sheet metal assembly to cover the
core area. The front end of the duct is bolted to the mating end of the inner bypass
duct and the mating sides are bolted together to form a cylindrical cover to the engine
core. An access door on the right half of the duct provides access to the N1/T4.5
terminal box and various components in the area.
The rear core duct consists of two-halves of aluminum sheet metal assembly to cover
the exhaust case. The front end of the duct is bolted to the brackets around the exhaust
case and it overlaps with the rear end of the mid duct to form a smooth surface transition
between the two assemblies.
The outer fan duct consists of one-piece annular bonded structure and sheet metal
assembly. A ceramic fabric is bonded to the exterior surface by a layer of silicone
rubber and the inner diameter is lined with perforated acoustic face sheet forming
a honeycomb sandwich structure. The front flange face of the duct is bolted to the
rear face of the outer bypass duct (Flange D) and the rear flange provides the means
of attachment for the airframe supplied thrust reverser. An access door is located
at the 4 o'clock position to provide access to the mid core and inner bypass duct
access panels.
A rear engine mount is fitted at the rear flange of the duct at approximately 3 or
9 o'clock position depending on the installed configuration of the engine, i.e., right
hand or left hand. The mount consists of two short forged arms with spherical bearings
at the ends. One end of each arm attached to brackets which is assembled to the duct
for left or right build. Identical sets of bushes and fasteners have been used at
each end.
72.70.01 Bypass Ducts
BYPASS DUCTS - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces, with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Outer Bypass Duct
| (1) | Gain access to the outer fan duct (Refer to Aircraft Maintenance Manual). |
| (2) | Disconnect affected aircraft supplied drain fittings and all other related components (Refer to Aircraft Maintenance Manual). |
| (3) | Disconnect the rear engine mount link from the engine mount spar (Refer to Aircraft
Maintenance Manual).
NOTE: Rear engine mount links assembly is part of the rear outer bypass duct assembly
and is removed with the bypass duct.
|
| (4) | Remove two bolts and washers (Ref. View M-M) attaching bottom of rear outer bypass duct to the engine lower outer bypass duct flange. |
| (5) | Remove rear outer bypass duct attachment bolts, washers and nuts at positions where
electrical harness and engine equipment support brackets are located.
NOTE: Take note of the position and orientation of all brackets prior to removal.
|
| (6) | Position electrical harness and engine equipment support brackets as necessary to
clear rear outer bypass duct flange during removal.
NOTE: Engine supplied brackets are mounted on the rear side of the engine outer bypass
duct and the airframe supplied brackets are mounted on the front side of the rear
outer bypass duct.
|
| (7) | Support rear outer bypass duct and remove remaining bolts, washers and nuts attaching rear outer bypass duct to engine outer bypass duct. |
| (8) | Carefully remove the rear outer bypass duct. |
| (1) | Remove bolts (30) , washers (31) and access door (32) . |
| (2) | Post-SB25107 (Ref. Fig. ):
|
| (1) | Position rear outer bypass duct and align locating pins on the engine outer bypass duct flange. |
CAUTION: MAKE SURE TO INSTALL OUTER BYPASS DUCT FLANGE ‘D’ BOLTS, NUTS AND WASHERS IN THE
DIRECTION OF THE ARROWS.
| (2) | Install bolts (3) , washers (2) , nuts (1) and fingertight at positions not attaching electrical harness or engine component support brackets (Ref. Section L-L). |
| (3) | Position electrical harness and install engine components support
brackets (4)
. Install bolts (3), washers (2), nuts (1), brackets (4) and tighten nuts with fingers.
NOTE: Position and orientation of the engine and airframe brackets must be the same as
when they were removed.
|
| (4) | Secure bottom of rear outer bypass duct to engine outer bypass duct flange with two bolts (3) (Ref. View M-M). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Torque all rear outer bypass duct attachment nuts to 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Install rear engine mount links to engine mounting lugs in the aircraft (Refer to Aircraft Maintenance Manual). |
| (1) | Install access door (32) with bolts (30) and washers (31) . |
| (2) | Torque bolts (30) 36 to 40 lb.in. (4.0-4.5 Nm). |
| (3) | Post-SB25107 (Ref. Fig. ):
|
| (1) | Remove ten nuts (16) , ten spacers (26) and two front heat shields (25) . |
| (2) | Support the engine resilient mount (23) and remove ten bolts (18) two rear heat shields (17) . |
| (3) | Remove engine resilient mount (23) together with two links (24) , two support brackets (28) and place them in a clean container. |
| (1) | Position engine resilient mount (23) together with the two links (24) , two support brackets (28) and install them on rear outer bypass duct. |
| (2) | Install two rear heat shields (17) on ten bolts (18) , install them on the support brackets (28) and the respective engine rear outer bypass duct mount. |
| (3) | Install front heat shields (25) , spacers (26) and nuts (16). |
| (4) | Torque nuts (16) 85 to 95 lb.in. (9.6-10.7 Nm). |
| (1) | Remove four cotter pins (9) and discard. |
| (2) | Remove four nuts (10) and bolts (15) , washers (14) and (11) and remove two links (24) form the resilient mount (23) and support brackets (28) . |
| (3) | Place links in suitable clean container. |
| (1) | Position links (24) on the resilient mount (23) and support brackets (28) . |
| (2) | Make sure four
flanged bushings (13)
and plain
bushings (12)
are installed on two links (24) and resilient mount (23).
NOTE: Flanged bushings are on fork end of resilient mount (23) and support brackets (28).
|
| (3) | Install four
bolts (15)
with chamfer
washers (14)
and install on flanged bushings (13).
NOTE: Chamfer washer towards bolt head.
|
| (4) | Install four washers (11) and nuts (10) . |
| (5) | Torque four nuts 225 to 300 lb.in. (25.4-33.9 Nm). |
| (6) | Install four new cotter pins (9) . |
| (1) | Using the proper allen wrench, hold
pin (20)
and remove
nut (21)
and
bracket (27)
or
plate (29)
.
NOTE: It is necessary to hold the pin (20) located at the top of the duct from inside
the duct. This is to prevent the pin from falling inside the engine.
|
| (2) | Depending on which side the engine is installed, install pin (20) with bracket (27) or plate (29). |
| (3) | Install nut (21). Torque nut 62 to 72 lb.in. (7.0-8.1 Nm). |
| (1) | Remove two bolts (8) lifting bracket (7) washers (6) and nuts (5) . |
| (2) | Do a dimensional inspection of resilient engine mount (Ref. Para. ). |
| (1) | Install two bolts (8) on
lifting bracket (7)
with two
washers (6)
and
nuts (5)
.
NOTE: Lifting bracket installed on rear flange.
|
| (2) | Torque nuts (5) 62 to72 lb.in. (7.0-8.1 Nm). |
| (1) | Location F. Remove bolt (3) . |
| (2) | Remove 22 bolts (8) and washers (2) from the side flange. |
| (3) | Location E. Remove bracket (7) , bolt (3), washer (4) and nut (5) . |
| (4) | Location D. Remove bracket (6) , bolt (3), washer (4) and nut (5). |
| (5) | Location C. Remove 4 bolts (3) and 4 washers (4). |
| (6) | Location B. Remove 3 bolts (3), washers (4). |
| (7) | Location A. Remove 12 bolts (3), 24 washers (4) and 12 nuts (5). |
| (8) | Remove the forward upper outer bypass duct (1) , at Flange C. |
| (1) | Apply a thin coat of grease (PWC09-003) to the mating face of Flange C on the duct (1) . |
| (2) | Install the forward upper bypass duct (1) . |
| (3) | Attach the duct (1) at Flange C:
|
| (9) | Attach the side flange with 22 bolts (8) and washers (2) . Torque 27 to 30 lbf.in. (3.0 - 3.3 Nm), dry. |
| (10) | At location F, install bolt (3). Tighten with your hand, oil. |
6. Inner Bypass Duct
| (1) | Remove 18 bolts (8) , washers (25) and remove upper bypass duct fairings (9) and (11) . |
| (2) | Remove 26 bolts (2) , washers (25) and remove bypass duct segments (3) and (4) . |
| (3) | Remove six
bolts (5)
and remove fairing support brackets
(7)
and
(12)
.
NOTE: Fairings support brackets (7 and 12) may remain attached to the inner bypass ducts
segments (3 and 4) unless replacement is necessary.
|
| (1) | If necessary, install fairing support brackets (12) and (7) on inner left and right bypass duct segments (3 and 4) with six bolts (5) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (2) | Install inner bypass duct segment (3) . Make sure front edge is correctly inserted under flange (19) (Ref. Section A-A). |
| (3) | Install 11 bolts (2) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (4) | Install upper right bypass duct segment (4) . Make sure front edge is correctly inserted under flange (19) (Ref. Section A-A). |
| (5) | Install 15 bolts (2) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Loosely install fairing (9) and make sure that bracket (7) is properly aligned to provide support. Adjust bracket (7) as necessary to contact inside of fairing (9). |
| (7) | Attach upper right bypass duct fairing (9) with nine bolts (8) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Loosely install fairing (11) and make sure that bracket (12) is properly aligned to provide support. Adjust bracket (12) as necessary to contact inside of fairing (11). |
| (9) | Attach upper left bypass duct fairing (11) with nine bolts (8) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (1) | Disconnect front core wiring harness from lower fairings (4) and (15) (Ref. 73-20-03). |
| (2) | Remove five bolts (3) , washers (22) and remove lower left side fairing (15). |
| (3) | Remove four self locking nuts (18) , four washers (19) , two bolts (20) , two washers (22), two bolts (17) , two washers (22) and remove fairing (11) . |
| (4) | Remove ten bolts (3), washers (22) and remove fairings (12) and (10) . |
| (5) | Remove five bolts (3), washers (22) and remove fairing assemblies (4) and (5) . |
| (6) | Pre-SB25278: Remove two bolts (3), washers (22) and remove lower right top section (8) . |
| (7) | Post-SB25278: Remove three bolts (3), washers (22) and remove lower right top section (23) . |
| (8) | Remove two bolts (3), washers (22) and lower right bypass duct segment (21) . |
| (9) | Pre-SB25278: Remove 16 bolts (3) , washers (22) and blow off valve access cover (9) . |
| (10) | Post-SB25278: Remove 17 bolts (3) , washers (22) and blow off valve access cover (24) . |
| (11) | Remove two bolts (3) and remove fairing support bracket (7) . |
| (12) | Remove three bolts (3), washers (22) and remove fairing support bracket (14) . |
| (13) | Remove ten bolts (3), washers (22) and bypass duct segment (13) . |
| (1) | If necessary, install fairing support brackets (14) and (7) on lower duct segments (13) and (8) in the same position as marked during removal. Attach with five bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (2) | Install lower bypass duct segment (13). Make sure front edge is correctly inserted under flange (16) (Ref. View A). |
| (3) | Install ten bolts (3). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (4) | Install lower right bypass duct segment (21) with two bolts (3) and washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Pre-SB25278: Install blow off valve access cover (9) . Make sure front edge is correctly inserted under flange (16) (Ref. View A). |
| (6) | Post-SB25278: Install blow off valve access cover (24) . Make sure front edge is correctly inserted under flange (16) (Ref. View A). |
| (7) | Pre-SB25278: Install 16 bolts (3) and 16 washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Post-SB25278: Install 17 bolts (3) and 17 washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (9) | Pre-SB25278: Install lower right top section (8) on duct segment (9) with two bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (10) | Post-SB25278: Install lower right top section (23) on duct segment (24) using two bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (11) | Assemble fairings (4) and (5) . Attach with two bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (12) | Install fairing assembly (4 and 5) on bypass duct half (2). Attach with five bolts
(3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: If required adjust fairing support (7) until it contacts fairing assembly (4 and
5).
|
| (13) | Install
fairing assembly (15)
on bypass duct half (2). Attach with five bolts (3) and washers (22). Torque 36
to 40 lb.in. (4.0-4.6 Nm).
NOTE: If required adjust fairing support (14) until it contacts fairing assembly (15).
|
| (14) | Install fairing assembly (10) with four bolts (3), washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (15) | Install fairing (12) with six bolts (3) and six washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (16) | Position lower rear fairing (11) on bypass duct half (2). Attach fairing with two bolts (17) , two bolts (20) , four washers (19) , four washers (22), and four self-locking nuts (18) . Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
8. Inner Bypass Duct Fairings
| (1) | Remove any remaining original sealant from the fairing assemblies (3) with a suitable non-metallic scraper. |
| (2) | Clean area a adjacent to the gap with isopropyl alcohol (PWC11-014). |
| (3) | Apply sealant (PWC09-019) at area a to fill the gap all around the fairing assemblies (3). |
| (4) | If necessary, moisten finger with water and gently smooth out the sealant. |
9. Inspection/Check
A. Visual Check
| (1) | Inspect upper and lower outer by-pass duct upper and lower for:
|
| (8) | Inspect inner by-pass duct fairings for:
|
| (16) | Inspect BOV cover and remaining inner by-pass ducts for:
|
| (25) | Inspect Nut plates:
|
| (27) | Inspect rear outer by-pass duct:
NOTE: It is acceptable to operate engines with some or all of this filler missing.
|
10. Repair of Rear Outer Bypass Duct
A. Repair of Delamination between Inner/Outer Rubber Layer and Fabric
NOTE: It is acceptable to operate the engine with the outer rear bypass duct rubberized
coating bubbling in localized areas; however, open areas where the base material is
exposed should be repaired to protect underlying layers from contaminants.
| (1) | Cut the outer layers to obtain access to delaminated area. |
| (2) | Mix a two-part mix of high temperature sealant (PWC09-025) (Ref. Sealant Manufacturer's Instructions). |
| (3) | Inject sealant mixture (PWC09-025) into the delaminated areas. Spread into full area beneath delaminated layer. |
| (4) | Make sure space between layers is completely filled with sealant. |
| (5) | Apply light pressure to the layers with a suitable teflon or nylon scraper to evenly spread compound and remove the entrapped air. |
| (6) | Apply sealant mixture (PWC09-025) over the cut areas of the outer layers to seal the repair. |
| (7) | Remove any excess material from outer layer surface. |
| (8) | Cure the repair areas for 40 minutes or in accordance with sealant manufacturer's curing instructions. |
| (1) | Remove any loose material. |
| (2) | Thoroughly clean area with wire brush to remove any residual sealant and prepare for bonding. |
| (3) | Fill area b with sealant (PWC09-001A) (Ref. Standard Practices Manual). |
| (4) | Visually check condition of sealant and touch up holes as necessary. |
73
73.00 Engine Fuel and Control
73.00.00 Fuel and Control
FUEL AND CONTROL - DESCRIPTION AND OPERATION
PW306A engine thrust is controlled by a dual channel full authority digital electronic
control (FADEC) which regulates low rotor (fan) speed N1 in response to a pilot-operated
Thrust Lever (TL). Main control system components are the Thrust Lever (TL), Electronic
Engine Control (EEC) and the Hydromechanical Fuel Control Unit (HFCU or HMU).
The Thrust Lever (TL) is the pilot-demanded set point for the control system. Thrust
Lever Angle (TLA) is converted to an electrical signal by a Rotary Variable Differential
Transformer (RVDT) position transducer and sent to the EEC as its set point.
The EEC is the electronic “brain” of the control system. The EEC performs thrust
management, compressor surge control, high and low pressure compressor rotor overspeed
protection (N2 and N1 O/S PROT).
Provision is made for installation of an airframe-supplied fuel flowmeter located
between the HMU and the dump valve.
The basic fuel system is comprised of the following units:
| • | Hydromechanical fuel control unit (HFCU or HMU). |
| • | Engine-driven, two-stage cartridge-style fuel pump mounted in the HMU. |
| • | Fuel filter. |
| • | Fuel/oil heat exchanger. |
| • | Start/dump valve. |
| • | Fuel waste ejector. |
| • | Fuel shutoff valve. |
| • | Fuel manifold containing 22 main fuel nozzles and 2 hybrid nozzles. |
| • | Motive flow valve. |
Determination of correct N1 value is accomplished within the EEC. This module features
two independent channels - either of which can fully control the engine. Should one
channel become impaired e.g.: sensor fault, control is automatically transferred
to the healthier channel. If both channels are impaired, engine control is achieved
at reduced capacity.
Thrust lever angle (TLA) is sensed by the EEC and fuel flow (Wf) to the engine is
regulated by electrical commands to the HFCU such that actual N1 value matches calculate
required value.
Figure illustrates in block form how engine and airframe interface with one of two identical
channels.
Calculated required N1 is dependent on:
(1) Thrust Lever Angle (TLA)
TLA is conveyed to each EEC channel via separate rotary variable differential transformer
(RVDT) position transducers excited by EEC.
(2) Pilot Select and Airframe Discretes
These digital inputs are switches, either pilot-actuated to select operating modes
for EEC, or airframe-actuated status indications to condition programming within EEC.
(3) Sensors
Several sensors send analog feedback signals to the EEC.
(4) Pneumatic Signals
Raw pneumatic signals (P1 and P3) are sensed by the EEC and are converted to electrical
signals within the EEC.
(5) Engine Trims
Trims provide means of compensating for sensing error and standardizing indicated
engine parameters.
Four electronic overspeed protection systems (two software and two hardware) are provided
for the two rotors:
(1) Software Overspeed Protection (SW O/S PROT)
Each rotor is protected by two independent EEC software overspeed systems. The EEC
will not permit speed of N1 and N2 engine rotors to exceed 105%, with transients to
106% up to 20 seconds during normal operation. If the speed of one of the two rotors
exceeds 108%, the EEC software will send an engine trip command to the overspeed shutdown
logic (Ref. Step ).
(2) Hardware Overspeed Protection (HW O/S PROT)
Each rotor is also protected by two hardware shutdowns physically located within EEC
but independent of EEC software. Should 110% be attained by either rotor, HW O/S
PROT will send trip command to overspeed shutdown logic (Ref. step (3), following).
(3) Overspeed Shutdown Logic
To prevent engine tripping due to malfunction of a single channel, two or more channels
must have tripped and, of these channels, at least one must be a HW O/S PROT channel.
If overspeed logic demands an engine trip via the overspeed solenoid (Ref. Fig. ), the EEC software will command Wf metering valve (MV) to close as a backup to the
overspeed solenoid.
Preferred shutdown is effected by simultaneous switch closures on both channel A and
B discrete inputs “Normal Shutdown Hardware”. This will depress HW O/S PROT datums,
therefore simulating overspeed. The EEC will then energize both coils of the overspeed
solenoid in the HMU (Ref. Fig. ) to ultimately stop burn fuel flow. Upon initiation of normal shutdown, EEC main
control (software) is simultaneously informed that HW O/S PROT's are attempting to
shut down the engine. Both main controls will thus expect to see N2 decreasing; if
after 5 seconds this does not occur, main control of the channel in control will close
Wf metering valve (MV) in the HMU to terminate burn fuel flow.
Standby shutdown provides an alternative means of shutting down the engine which is
independent of EEC action. If the pilot selects this method of shutdown (via fire
handle), power is directly applied to the shutdown solenoid in the HMU. Action of
the overspeed solenoid to terminate burn fuel flow is described in Para.
The EEC is normally supplied by a single engine-driven, dual winding, three phase
permanent magnet alternator (PMA) mounted directly on the accessory gearbox (AGB).
Each PMA winding supplies power to an EEC channel. Within each channel, PMA supply
is rectified, then fed to two regulators. One regulator feeds the main power supply
for EEC main control (software); the other feeds the power supply for hardware overspeed
protection (HW O/S PROT).
For each channel, a voltage sensing circuit monitors incoming source to source to
main power supply. For Channel A only, if the source is less than 18 VDC, main control
A is automatically switched to airframe 28 VDC Bus 2. HW O/S PROT A is simultaneously
switched to airframe 28 VDC Bus 1. For Channel B, when source is less than 18 VDC,
both main control B and HW O/S PROT B are automatically switched over to airframe
Bus 1.
Airframe busses are normal supplies for engine starting and act as back-up sources
in event of loss of PMA-derived power.
The HMU is an electro-hydraulic transducer which changes EEC electrical signals to
fuel flow. The HFCU regulates burn fuel flow, positions HP compressor inlet variable
geometry, shuts down the engine during normal and abnormal circumstances and provides
high and low fuel pressure protection.
A. Regulation of Burn Flow
Aircraft boost pump(s) supply fuel to an engine-driven two stage, cartridge-style
pump inserted into the HFCU body. LP fuel from the first (centrifugal) stage passes
through an external 10 micron filter, then returns to the inlet of the second (vane)
stage of the fuel pump. HP fuel leaving the second-stage is routed to the Wf metering
valve (MV). HP fuel is also supplied to a servo pressure regulator. EEC output (fuel
demand) is, in effect, an MV position demand. The EEC electrical signal drives a
torquemotor within the Wf controller which, in turn, positions a spool valve. Regulated
servo pressure is then converted into two hydraulic signals which position MV. Wf
controller has redundant windings - one for Channel A, the other Channel B. Either
will modulate servo pressure to position MV. There is no mechanical minimum flow
position for MV; Minimum position is dictated by EEC software.
Temperature compensation is effected within the MV by a valve and ported sleeve.
A linear variable differential transformer (LVDT)-type transducer feeds MV position
back to the EEC. Excitation power for LVDT is provided by the EEC.
To keep the relationship between EEC demand and resultant fuel flow constant regardless
of fuel pump pressure variation, pressure differential across the MV is held constant
by the spill valve. HP fuel from the upstream side of the MV is spilled so as to
maintain 50 psid above downstream pressure. Spilled fuel passes through the fuel/oil
heat exchanger where it is warmed by heat rejected from engine oil. Spill fuel then
passes through the fuel filter before it enters the inlet of the fuel pumps second-stage.
B. Positioning of HP Compressor Geometry
Variable Inlet Guide Vanes (VIGV) and first-stage variable stators (1VS) are mechanically
linked together and are automatically positioned to achieve peak compressor efficiency
without encountering compressor surge. Optimum vane angle is computed by the EEC
in response to certain sensors, pneumatic feedbacks and discretes (Ref. Fig. ) and is sent to HFCU as an electrical signal. This VIGV/1VS position demand signal
energizes one of two windings of the VIGV/1VS controller (A or B, whichever EEC channel
is controlling). This torquemotor valve alters the two hydraulic signals going to
the VIGV/IVS actuator. The resultant differential pressure across the actuator vanes
drives the actuator output shaft. A rotary variable differential transformer (RVDT)-type
position transducer feeds back actuator position to EEC. When feedback matches demand,
the controller equalizes the hydraulic signals and actuator movement ceases. Hydraulic
signals are derived from regulated servo pressure.
C. Engine Shutdown
Preferred engine shutdown is by electronic overspeed simulation. This will energize
the overspeed solenoid which redatums the high pressure relief valve (HPRV) such that
it relieves at a lower pressure than minimum pressure valve (MPV) setting, causing
MPV to close and fuel flow to engine nozzles to terminate.
If the pilot elects to stop the engine without utilizing EEC, a standby shutdown (via
fire lever) is available which will directly energize the shutdown solenoid. This
redatums the spill valve such that all flow passes through it. System pressure then
falls below MPV set point; MPV closes and fuel flow to engine nozzles is terminated.
D. Underpressure and Overpressure Protection
All metered flow passes through the Minimum Pressure Valve (MPV) before it leaves
the HFCU enroute to the fuel nozzles. This valve ensures that fuel pressure within
the HFCU is high enough (300 psid) to allow proper functioning of HFCU hydraulic circuits.
If minimum pressure is not maintained, MPV closes fully to terminate burn fuel flow.
A tapping from MPV supplies lightoff (primary) fuel to the two hybrid fuel nozzles.
A high pressure relief valve (HPRV) is incorporated to fully open at 1310 psid to
prevent overstressing HFCU and fuel pump by bypassing fuel back to the inlet of the
fuel pump's second stage.
Pre-SB25290: The fuel pump is a cartridge-type unit which can be extracted from the HMU without
disassembly.
Post-SB25290: The fuel pump is an integral part of HMU. Do not try to remove/re-install the fuel
pump from Post-SB25290 HMU's.
The pump uses a high pressure vane stage and a centrifugal boost stage. Power is received
from the Accessory Gearbox (AGB) by a coupling shaft driving the HP rotor/shaft which,
in turn, drives the centrifugal pump.
The fuel manifold distributes secondary fuel to the engine combustion chamber and
consists of 1 inlet fuel nozzle, 21 secondary fuel nozzles, 2 hybrid (primary and
secondary) fuel nozzles and interconnecting transfer tubes.
Secondary fuel is admitted to the fuel manifold via the single inlet fuel nozzle.
The inlet fuel nozzle and the 21 secondary fuel nozzles are simple air blast fuel
atomizers, relying on the flow of P3 air through the combustion chamber liner for
atomization.
The 2 hybrid fuel nozzles are located adjacent to the 2 engine igniter plugs and are
basically secondary fuel nozzles modified to also admit primary fuel. The hybrid
nozzles atomize primary fuel using fuel pressure and secondary fuel using air blast.
Primary fuel is supplied to the hybrid nozzles by a separate stainless steel fuel
line, originating at the lower bypass duct next to the inlet fuel nozzle and running
along the combustor outer case, adjacent to the secondary fuel manifold. Primary
fuel flow remains on during normal engine operation.
The fuel dump valve assembly is mounted with the fuel shut-off mechanism at the 6
o'clock position on the outer bypass duct. The function of the dump valve is to deliver
metered fuel to the primary and secondary fuel manifolds and to dump residual fuel
from the manifolds into the fuel waste ejector at engine shut down. The dump valve
consists of a valve operating in a ported sleeve, held in the closed or dump position
by a spring loaded piston. Five fuel flow connections are provided on the dump valve
housing. The primary and secondary outlet ports are on the top face, while primary
and secondary inlet ports are located on one side face. A dump port is located on
the bottom face.
A starting fuel solenoid valve is integrated into the assembly, which schedules the
supply of primary fuel from the HFCU to the hybrid nozzles during the starting cycle.
During engine start-up, primary fuel is delivered by the HFCU to the primary inlet
port. After light-up, when T4.5 reaches a preset temperature in the EEC, primary
fuel is cut-off and the primary inlet port is connected to the secondary fuel, which
now supplies fuel to both primary and secondary inlet ports. When the start valve
is de-energized by the EEC, fuel is supplied to the hybrid nozzles by the secondary
fuel supply. At engine shut down, fuel pressure ceases and spring pressure moves the
valve to block the inlet ports. The dump port is now open to allow residual fuel
in the manifold to drain to the fuel waste ejector.
The fuel waste ejector is mounted at the 6 o'clock position on the engine, below the
fuel dump valve. The waste ejector consists of a tank with inlet and outlet connections
and a vent. The tank contains non-return valves, a motive flow ejector pump, a strainer
and a float operated drain valve. The function of the waste ejector is to reduce
atmospheric pollution and reduce fuel waste by returning fuel from the fuel dump valve
to the fuel pump inlet as burn fuel.
During engine operation, LP fuel from the HFCU is ported to the inlet of the waste
ejector; the fuel flow through the unit creates a venturi effect at the bottom of
the ejector. When a sufficient amount of fuel from previous shutdowns has drained
into the tank assembly the float will rise, causing a valve to unseat from an orifice.
Fuel pressure acting on top of the orifice assembly together with the pressure drop
at the bottom, opens a non-return valve located at the bottom of the orifice. Fuel
is then drawn from the tank and conveyed to the inlet side of the fuel pump. When
the tank fuel level drops, the float moves down and the orifice is covered by the
valve. The non-return valve then closes, preventing fuel from the HFCU from entering
the tank via the orifice.
9. Motive Flow Valve
Pre-SB25290: The motive flow valve is bolted on the HFCU.
Post-SB25290: The motive flow valve is an integral part of HMU. Do not try to remove/re-install
the motive flow valve from Post-SB25290 HMU's.
The valve is a pressure regulator component which controls the high pressure fuel
flow from the engine-driven fuel pump and route the fuel back to the ejector pump
in the aircraft fuel tank. An EEC controlled solenoid is integrated in the motive
flow system to control the on/off operation of the valve. A switch in the cockpit
however, can over-ride the operation of the valve through the EEC.
A. Emergency Fuel Shut-off Actuating Mechanism
In the event of LP turbine shaft breakage (shear), the resultant axial rearward displacement
of the shaft will actuate an automatic trigger mechanism which, via levers and cables,
will actuate the fuel shut-off valve to terminate secondary fuel flow to the fuel
manifold and thus prevent overspeed of the LP turbine assembly.
During normal operation, the actuating rod of the trigger mechanism is in close proximity
to the LP turbine shaft. Actuating rod position is mechanically translated to normal
(open) position on the fuel shut-off valve.
B. Fuel Shutoff Valve
In the normal position, fuel passes to the fuel manifold through the inlet port in
the fuel shut-off valve piston assembly. A set of spring washers loaded against the
piston seat, keeps the piston firmly butted against the head of the release plate.
The release plate is restrained by shoulders formed on the inner faces of two pivoted
control levers. These levers are prevented from moving apart by a counterbore in
the head of cup-shaped tripper sleeve assembly, which engages the tips of the levers.
A spring which encircles the tripper sleeve assembly bears against a circumferential
shoulder on the tripper sleeve at one end and against the cover at the other end.
Mating mirror-image profiles on the inner faces of the control levers afford clearance
for a pin installed diametrically across the open end of the tripper sleeve.
A lug formed on the head of the tripper sleeve projects through the cover to connect
with the overspeed control lever, which forms the final element of a mechanical linkage
between the fuel shut-off valve and the overspeed actuating rod installed in the exhaust
case.
Axial rearward displacement of the turbine shaft acts through mechanical linkages
to draw the tripper sleeve against the compression spring. If this movement exceeds
the permitted amount, the counterbore of the tripper sleeve is drawn clear of the
tips of the pivoted cam surfaces of the pivoted control levers, and rotates the levers
on their pivots. This allows the release plate to pass between the control levers
as the shut-off valve piston moves to the right under the action of the spring washers
and fuel pressure.
Displacement of the shut-off valve piston carries the inlet port out of register with
the fuel passage in the fuel manifold inlet, substituting a second port which is closed
at the outlet side by the shut-off valve. Fuel pressure acting on the stem of the
valve presses it firmly against the open end of the delivery passage to cut off flow
to the fuel manifold.
The fuel shut-off valve is not self-resetting.
Three separate wiring harnesses are utilized on the PW306A engine; the Rear Core,
the Front Core and the Outer Wiring Harnesses.
Pin/socket arrangement for connectors is shown on Figure and Tables and . Similar connectors are keyed to ensure correct installation of harness to end device.
The rear core harness consists of three separate multi-conductor leads protected by
flexible and rigid conduit. These conductors bring N1 speed sensing signals and T45
thermocouple outputs from the N1/T45 terminal box mounted on the right side of the
engine on Flange E to two separate receptacles (J27 and J28) mounted on the outer
bypass duct i.e. the harness connects engine rear core (internal) devices to external
receptacles.
The front core harness connects front core (internal) devices to two external receptacles
mounted on the outer bypass duct on either side of the engine.
Quick-disconnect connectors are used at end devices and, where necessary, are keyed
to ensure correct connection of the harness to end devices.
The harness is suitably insulated, shielded and overbraided for mechanical protection.
73.10 Fuel Distribution
73.10.01 Fuel Tubes
FUEL TUBES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC34520 | Puller | Obsolete - replaced by PWC50781 and PWC50782 |
| PWC50781 | Puller | Alternative to PWC34520 |
| PWC50782 | Puller | Alternative to PWC34520 |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Primary and Secondary Fuel Delivery Tubes
| (1) | Remove lockwire and loosen coupling nut (23). Remove two bolts (13) and remove fuel tube (15) . Remove and discard preformed packing (14) . |
| (2) | Remove restrictor and expansion plug (24) from fuel tube (15) using puller (PWC34520 or (PWC50781) or PWC50782). |
| (3) | Remove nut (25) , bolt (26) and loop clamp (28) . |
| (4) | Remove two bolts (30) and fuel tube (29) . Remove and discard preformed packing (31) . |
B. Removal of Secondary Fuel Delivery Tubes (Pre-SB25107) (Ref. Fig. )
| (1) | Remove lockwire and loosen coupling nut (21). |
| (2) | Remove two bolts (11) and remove fuel tube (16) . Remove and discard preformed packing (12) . |
| (3) | Remove lockwire and loosen coupling nut (5). |
| (4) | Remove nut (17) , washer (18) , spacer (19) and bolt (20) . |
| (5) | Remove fuel tube (6) and loop clamp (22) . |
| (6) | Remove two bolts (9) , two washers (8) and remove bracket (7) . |
| (7) | Remove two bolts (2) and fuel tube (4) . Remove and discard preformed packing (3) . |
C. Removal of Secondary Fuel Delivery Tubes (Post-SB25107) (Ref. Fig. )
| (1) | Disconnect coupling nut between tube assembly (1) and tube assembly (2) . |
| (2) | Disconnect tube assembly (1) from the spacer (16). |
| (3) | Remove two bolts (4) from tube assembly (2). |
| (4) | Remove nuts (7) , bolts (5) and loop clamps (6) from tube assemblies (1 and 2). |
| (5) | Remove tube assembly (1). |
| (6) | Remove tube assembly (2) from the dump valve assembly. |
| (7) | Remove and discard the preformed packing (3) from tube assembly (2). |
| (8) | For Pre-SB25193:
|
| (11) | For Post-SB25193:
|
| (14) | Remove two bolts (14) , two washers (15) and remove bracket (13). |
| (15) | Remove the plug and spacer assembly (16). |
| (16) | Remove bolts (18) . |
| (17) | Remove fuel pressure tube (17) . |
| (18) | Remove and discard preformed packing (19) . |
| (1) | Secure fuel tube (15) in soft jawed vise and insert fuel pressure restrictor (24) . Secure with expansion plug. Drive plug into tube, flush with end of tube to within 0.005 inch (Table 204, REF. NO. 3803). |
| (2) | Lubricate new preformed packing (14) with engine oil (PWC03-001) and install on fuel tube (15). Install fuel tube on dump valve with two bolts (13) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (3) | Lubricate new preformed packing (31) with engine oil (PWC03-001) and install on fuel tube (29) . Install fuel tube on HMU with two bolts (30) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (4) | Assemble fuel tube (29) to fuel tube (15) loosely with coupling nut (23). |
CAUTION: DO NOT LUBRICATE THREADS.
| (5) | Assemble loop clamps (27) and (28) to fuel tubes with bolt (26) and nut (25) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
| (6) | Hold flats of fuel tube and torque coupling nut (23) 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089). |
E. Installation of Secondary Fuel Delivery Tubes (Pre-SB25107) (Ref. Fig. )
| (1) | Lubricate new preformed packing (3) with engine oil (PWC03-001) and install on fuel tube (4) . Secure fuel tube to HMU (1) with two bolts (2) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Position fuel tube (6) on fuel tube (4) and secure with coupling nut (5). Tighten with fingers. |
| (3) | Loosely assemble bracket (7) to dump valve (10) with two bolts (9) and washers (8) . Tighten with fingers. |
| (4) | Loosely assemble loop clamp (22) to fuel tube (6) and bracket (7) with bolt (20) , spacer (19) , washer (18) and nut (17) . Tighten with fingers. |
| (5) | Position fuel tube (16) on the fuel tube (6) and secure with coupling nut (21). Tighten with fingers. |
| (6) | Lubricate new preformed packing (12) with engine oil (PWC03-001) and install on fuel tube (16). Install fuel tube (16) on dump valve (10) and fuel tube (6). Tighten coupling nut (21) with fingers. |
| (7) | Secure fuel tube (16) to dump valve (10) with two bolts (11) . Torque 36 to 40 lb.in. (3.1-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (8) | Torque bolts (9) 36 to 40 lb.in. (4.1-4.5 Nm). Torque nut (17) 27 to 30 lb.in. (3.1- 3.4 Nm). |
| (9) | Hold flats of fuel tubes (4 and 6) and torque coupling nuts (5 and 21) 450 to 500 lb.in. (50.8-56.5 Nm) and lockwire (PWC05-089). |
F. Installation of Secondary Fuel Delivery Tubes (Post-SB25107) (Ref. Fig. )
| (1) | Install packing (19) on tube (17) . Attach tube with two bolts (18) . Tighten with fingers. |
| (2) | Install plug and spacer assembly (16). Tighten plugs with fingers. |
| (3) | For Pre-SB25193:
|
| (6) | For Post-SB25193:
|
| (9) | Install preformed packing (3) on tube assembly (2) . Attach tube assembly (2) with two bolts (4) . Tighten bolts with fingers. |
| (10) | Install tube assembly (1) . |
| (11) | Tighten tube (1) and tube (2) coupling nuts with fingers. |
| (12) | Install seven loop clamps (6) , bolts (5) and nuts (7) . Tighten nuts with fingers. |
| (13) | Torque two bolts (14) and two bolts (18) 36 to 40 lb.in. (4-4.5 Nm). |
| (14) | Torque two nuts (9) on the clamp set (10) 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: MAKE SURE THE FLATS ON THE TUBE ARE HELD WHILE TORQUING THE COUPLING NUTS.
| (15) | Torque the coupling nut between tube (1) and tube (2) 270 to 300 lb.in. (30.5-33.9 Nm). |
| (16) | Torque nuts (7) 36 to 40 lb.in. (4-4.5 Nm). |
6. Fuel Pressure Tubes to/from Fuel Waste Ejector
| (1) | Remove nut (13) , bolt (15) , two loop clamps (16) and spacer (14) . |
| (2) | Remove lockwire and loosen coupling nut (21). |
| (3) | Remove two bolts (12) and remove fuel tube (20) . Discard preformed packing (11) . |
| (4) | Remove lockwire, loosen coupling nuts (9 and 18) and remove fuel tube (17) . |
| (5) | Remove lockwire and loosen coupling nuts (6 and 8). |
| (6) | Remove fuel tube (23) withdraw strainer element (5). |
| (1) | Install strainer element (5) into fuel tube (23) and position fuel tube (23) on fuel tube tee (3). Move coupling nut (6) back, to ensure cone of strainer is sandwiched between tube and nipple. Tighten coupling nuts (6 and 8) and torque 135 to 150 lb.in. (15.3-17.0 Nm) and lockwire (PWC05-089). |
| (2) | Install fuel tube (17) . Torque coupling nuts (9 and 18) 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089). |
| (3) | Lubricate new preformed packing (11) with engine oil (PWC03-001) and install on fuel tube (20) . |
| (4) | Install fuel tube (20) on HMU with two bolts (12) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (5) | If necessary, align elbow (22) with fuel tube (20). Hold elbow and torque coupling nut (21) 90 to 100 lb.in. (10.2-11.3 Nm). Torque coupling nut securing elbow (22) to ejector tank 38 to 42 lb.in. (4.3-4.8 Nm) and lockwire (PWC05-089) both coupling nuts . |
CAUTION: DO NOT LUBRICATE THREADS.
| (6) | Install two loop clamps (16) with spacer (14) , nut (13) and bolt (15) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
7. Fuel Pressure Tubes (HMU to/from Fuel Filter)
| (1) | Remove two nuts (5) and bolts (17) . |
| (2) | Remove fuel pressure tube (2) from engine and discard preformed packings (6) and (18) . |
| (3) | Remove nut (12) , bolt (9) and loop clamp (10) . |
| (4) | Remove lockwire and loosen coupling nut (14). |
| (5) | Remove two nuts (7) and bolts (15) . |
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS
OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED
OPENINGS BEFORE REMOVING THE FUEL TUBES.
| (6) | Remove fuel pressure tube (4) from engine and discard preformed packings (8) and (16) . |
| (1) | Lubricate new preformed packings ( (8) and (16) , Fig. ) with engine oil (PWC03-001) and install on fuel pressure tube (4) . |
| (2) | Install fuel tube (4) on HMU and fuel filter housing with two bolts (15) and two nuts (7) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). Torque nuts 27 to 30 lb.in. (3.1-3.4 Nm). |
| (3) | Position coupling nut (14) on tee of fuel tube (4). Ensure cone of strainer element is properly positioned in fuel tube (Ref. Fig. ). Torque coupling nut 135 to 150 lb.in. (15.3-17.0 Nm) and lockwire (PWC05-089). |
CAUTION: DO NOT LUBRICATE THREADS.
| (4) | Install loop clamp (10) (Fig. ) with bolt (9) and nut (12) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
| (5) | Lubricate new preformed packings (6) and (18) with engine oil (PWC03-001) and install on fuel tube (2) . |
CAUTION: DO NOT LUBRICATE NUTS.
| (6) | Install fuel tube (2) with two bolts (17) and two nuts (5) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). Torque nuts 27 to 30 lb.in. (3.1-3.4 Nm). |
8. Fuel Bypass Tubes
| (1) | Remove nut (13) , bolt (11) and loop clamp (12) (Ref. View C). |
| (2) | Remove nut (17) , bolt (15) and loop clamp (27) (Ref. View D). |
| (3) | Remove two bolts (5) and two bolts (19) . |
| (4) | Remove fuel bypass tube (2) from engine and discard preformed packings (6) and (18) . |
| (5) | Remove nut (7) , bolt (9) and loop clamp (8) (Ref. View B). |
| (6) | Remove nut (23) , bolt (21) and loop clamps (20) (Ref. View F). |
| (7) | Remove two bolts (3) and two nuts (25) . |
| (8) | Remove fuel bypass tube (1) from engine and discard preformed packings (4) and (24) . |
| (1) | Lubricate new (4) and (24) and install on fuel bypass tube (1) . |
CAUTION: DO NOT LUBRICATE NUTS.
| (2) | Install fuel bypass tube (1) using bolts (3) and two nuts (25) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (3) | Install loop clamp (8) with bolt (9) and nut (7) (Ref. View B). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: DO NOT LUBRICATE NUTS.
| (4) | Install two loop clamps (20) with bolt (21) and nut (23) (Ref. View F). Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (5) | Lubricate new performed packings (6) and (18) and install on fuel bypass tube (2) . Install fuel bypass tube on engine with two bolts (5) and (19) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Install loop clamp (12) with bolt (11) and nut (13) (Ref. View C). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: DO NOT LUBRICATE NUTS.
| (7) | Install loop lamps (14) and (27) with bolt (15) and nut (17) (Ref. View D). Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
9. IGV Fuel Tubes
| (1) | Remove nut (7) , bolt (5) and loop clamps (6) . |
| (2) | Remove nut (17) , bolt (16) and loop clamp (18) . |
| (3) | Remove bolts (13) and (10) and remove fuel pressure tube (1) . Discard preformed packings (11) and (14) . |
| (4) | Remove fuel strainer (15) . |
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS
OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED
OPENINGS BEFORE REMOVING THE FUEL TUBES.
| (5) | Remove bolts (3) and (8) and remove fuel pressure tube (4) . Discard preformed packings (2) and (9) . |
| (6) | Remove fuel strainer (15). |
| (1) | Lubricate new preformed packings (2) and (9) with engine oil (PWC03-001) and install on fuel pressure tube (4) . |
| (2) | Install fuel strainer (15) . |
| (3) | Install fuel pressure tube (4) with bolts (3) and (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (4) | Lubricate new preformed packings (11) and (14) with engine oil (PWC03-001) and install on fuel pressure tube (1) . |
| (5) | Install fuel strainer (15). |
| (6) | Install fuel pressure tube (1) with bolts (10) and (13) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: DO NOT LUBRICATE NUTS.
| (7) | Install two loop clamps (6) with bolt (5) and nut (7) . Torque 27 to 30 lb.in. (3.10-3.4 Nm). |
| (8) | Install loop clamp (18) to bracket (15) and secure with bolt (16) and nut (17) . Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
73.10.02 Fuel Pump
FUEL PUMP - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after dis-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Fuel Pump
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE FUEL
PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
A. Removal (Pre-SB25290) (Ref. Fig. )
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS
OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED
OPENINGS.
| (1) | Disconnect airframe fuel supply from fuel pump inlet (Ref. Airframe Maintenance Manual) and cap openings. |
| (2) | Remove lockwire and loosen coupling nut (3). |
| (3) | Remove four bolts (14) and washers (13) . |
| (4) | Install two jacking screws (thread size 0.250-28 UNJF) in flange of fuel pump (11) (Ref. View A). |
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS
OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED
OPENINGS BEFORE REMOVING THE FUEL PUMP.
CAUTION: USE CARE WHEN REMOVING FUEL PUMP, SO THAT NO DAMAGE OCCURS TO FLANGE OF FUEL PUMP
OR MATING SURFACE OF HMU.
| (5) | Remove fuel pump from HMU (1) by turning jacking screws inwards. |
CAUTION: MAKE SURE NOT TO DAMAGE THE GEAR SHAFT SPLINE AND RETAINING CLIP.
| (6) | If fuel pump driveshaft disconnects from fuel pump, remove the fuel pump driveshaft from AGB gearshaft. Make sure not to damage the gearshaft spline and retaining clip. |
| (7) | Remove and discard preformed packings
(5)
,
(6)
,
(7)
,
(9)
, and
(10)
and
packing retainer (8)
.
NOTE: The fuel pump driveshaft preformed packing (5) may have been removed as part of
HMU removal (Ref. 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES).
|
| (8) |
Post-SB25290: NOTE: The fuel pump is an integral part of the
Post-SB25290 hydromechanical fuel control unit. Removal of the fuel pump from the
Post-SB25290 HMU is not required, however removal of fuel pump driveshaft packing is required
(Ref. 73-20-01, HYDROMECHANICAL METERING UNIT (HMU) - MAINTENANCE PRACTICES).
|
| (9) | Remove nipple (16) and discard preformed packing (15) . |
B. Installation (Pre-SB25290) (Ref. Fig. )
| (1) | Install new preformed packing (15) on nipple (16) and install nipple in fuel pump (11) . Torque 65 to 75 lb.in. (7.5-8.5 Nm). |
| (2) |
Post-SB25290: NOTE: The fuel pump is an integral part of the
Post-SB25290 hydromechanical fuel control unit. Installation of the fuel pump in the
Post-SB25290 HMU is not required, however installation of a new fuel pump driveshaft packing is
required before HMU installation (Ref. 73-20-01, HYDROMECHANICAL METERING UNIT (HMU) - MAINTENANCE PRACTICES).
|
| (3) | Lubricate new preformed packings (5) , (6) , (7) , (9) and (10) and packing retainer (8) with engine oil (PWC03-001) and install on fuel pump. |
| (4) | If fuel pump driveshaft has separated from fuel pump assembly, install the fuel pump
driveshaft to the fuel pump assembly. Before assembly inspect as follows:
|
| (9) | Align locating pin (2) on HMU interface with hole (12) in fuel pump flange. Carefully insert fuel pump into HMU. |
| (10) | Attach fuel pump with four bolts (14) and washers (13) . Torque 85 to 95 lbf.in. (9.6 - 10.7 Nm). |
| (11) | Connect fuel waste ejector return tube (4) to fuel pump (11) with coupling nut (3). Torque 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089). |
6. Adjustment/Test
Refer to Chapter 71-00-00, ADJUSTMENT/TEST for required checks following installation of fuel pump.
73.10.03 Fuel Filter and Fuel Waste Ejector
FUEL FILTER AND FUEL WASTE EJECTOR - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after dis-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC30128-11 | Puller |
| PWC60786 | Pressure Test Kit |
| PWC60787 | Adapter Plate |
| PWC60788 | Lapping Handle |
| PWC90010 | Expander |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Fuel Filter Housing
| (1) | Remove the fuel pressure tubes from the fuel filter housing (Ref. Ch. 73-10-01). |
| (2) | Remove the oil pressure differential switch two mounting bolts from the filter housing and remove the electrical connector to the fuel pressure differential switch (Ref. Ch. 79-30-02). |
| (3) | Support fuel filter housing (1) and remove two bolts (3), washers (2), bolt (5) and bracket (4) and remove fuel filter housing from accessory gearbox. |
| (4) | Place protective covers on all fuel filter housing openings. |
| (5) | Place removed parts in sealable plastic bags and identify with names and part numbers of contents. |
| (1) | Remove three nuts (11) and flat washers (12) and remove fuel filter cover (10) from fuel filter housing assembly (25) . Remove and discard preformed packing (13) . |
| (2) | Remove retaining ring (9) and fuel filter element (7) from fuel filter cover. Remove and discard preformed packing (8) . |
CAUTION: FUEL FILTER IMPENDING BYPASS SWITCH (3) IS UNDER SPRING TENSION. BE CAREFUL WHEN
REMOVING.
| (1) | Remove two nuts (2) and flat washers (1) and carefully remove fuel filter impending bypass switch (3) and spring (5) . Remove and discard preformed packings (4) and (6) . |
| (2) | Remove filter bypass valve (26) from fuel filter housing (25) . |
| (1) | Remove lockwire and remove machine thread plug (16) . Remove and discard preformed packing (17) . |
| (2) | Remove plug (16) and discard preformed packing (17). |
| (3) | Remove two nuts (14) , two washers (27) and remove fuel filter drain adapter (15) using puller (PWC30128-11). Remove and discard preformed packing (18) . |
| (1) | Remove lockwire and remove bleeder tube plug (21) . Remove and discard preformed packing (20) . |
| (2) | Remove two nuts (22) and flat washers (23) . Remove air bleed adapter (19) . Remove and discard preformed packing (24) . |
| (3) | Place all removed parts in clean, sealable plastic bags and tag with part numbers and description of contents. |
| (1) | Mount fuel filter housing on adapter plate (PWC60787) and secure adapter plate in vise. |
| (2) | Apply a thin even coat of layout dye (PWC05-041) to face of bypass valve (26) . |
| (3) | Insert valve (26) into fuel filter housing (25) , allowing valve to contact valve seat. |
CAUTION: DO NOT ROTATE VALVE IN HOUSING.
| (4) | Remove valve from housing and inspect. A continuous ring around contact area should be visible. A broken ring will indicate incomplete valve seating. |
| (5) | Thoroughly clean valve face and valve seat (Ref. Cleaning). |
| (6) | Apply engine oil to valve face. |
| (7) | Using lapping compound (PWC05-019) and lapping handle (PWC60788), lap valve face to valve seat. |
| (8) | Thoroughly clean parts using clean varsol (Ref. Cleaning). |
| (9) | Verify valve seating and repeat procedure until satisfactory result is obtained. |
| (1) | Install bypass valve (26) and spring (5) into housing (25) . |
| (2) | Lubricate the threads and two new preformed packings (4) and (6) with engine oil (PWC03-001). |
| (3) | Install preformed packings (4 and 6) on the fuel filter impending bypass switch (3) with expander (PWC90010). |
| (4) | Install fuel impending bypass switch (3) on fuel filter housing (25) and attach with
two
flat washers (1)
and self-locking
nuts (2)
. Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm).
NOTE: Do not lubricate the self-locking nuts and flat washer.
|
| (5) | Functionally check bypass valve as follows:
|
| (1) | Lubricate new preformed packing (24) and install on air bleed adapter (19) . |
| (2) | Install air bleed adapter (19) on fuel filter housing (25) and secure with two flat washers (23) and self-locking nuts (22) . Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm). |
| (3) | Lubricate new preformed packing (20) and install on bleeder tube plug (21) . Install plug into adapter (19) and torque 40 to 50 lb.in. (4.6-5.6 Nm). |
| (4) | Lubricate new preformed packing (13) and install on fuel filter cover (10) . |
| (5) | Lubricate new preformed packing (8) and install on fuel filter element (7) . Install filter element into filter cover (10) and secure with retaining ring (9) . |
| (6) | Lubricate new preformed packing (18) and install on fuel filter drain adapter (15) . Install adapter on fuel filter housing (25) and secure with two nuts (14) and washers (27) . Torque nuts 23 to 26 lb.in (2.6-3.0 Nm). |
| (7) | Lubricate new preformed packing (17) and install on machine thread plug (16) . Install plug into adapter (15). Torque plug 65 to 75 lb.in. (7.5-8.0 Nm) and lockwire (PWC05-089). |
CAUTION: WHEN INSTALLING FUEL FILTER COVER ON FUEL FILTER HOUSING, MAKE SURE FUEL FILTER
ELEMENT IS CORRECTLY INSTALLED OVER HOUSING SLEEVE.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (11).
| (8) | Install fuel filter cover assembly (10) to the fuel filter housing (25) and secure with three flat washers (12) and self-locking nuts (11) . Torque nuts 23 to 26 lb.in (2.6-3.0 Nm). |
| (9) | Remove housing assembly from holding fixture. |
| (10) | Place protective covers on all fuel filter housing openings. |
| (11) | Place assembled fuel filter housing in clean, sealable plastic bag and tag with description and part number of contents. |
| (1) | Locate fuel filter housing (1) on two dowel pins on accessory gearbox and secure with two washers (2) and bolts (3). Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (2) | Install bracket (4) and bolt (5) in bottom mounting hole of fuel filter housing. Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm). |
| (3) | Install the fuel pressure tubes from the fuel filter housing (Ref. Ch. 73-10-01). |
| (4) | Install the oil pressure differential switch two mounting bolts from the filter housing (Ref. Ch. 79-30-02) and install the electrical connector to the fuel pressure differential switch. |
6. Fuel Filter
| (1) | Disconnect Channel B N2 speed sensor connector, to improve tool access to filter cover (Ref. Ch. 77-10-01). |
| (2) | Remove three nuts (8) , washers (7) , one nut (18) and washer (17) and separate shield (16) and filter cover (6) from filter housing (1) . Remove and discard preformed packing (5) . |
| (3) | Remove retaining ring (2) from filter cover (6) and remove fuel filter (4) . Remove and discard preformed packing (3) . |
| (1) | Install fuel filter element (4) in filter cover (6) and secure with retaining ring (2) . |
| (2) | Lubricate new preformed packing (3) with engine oil (PWC03-001) and install in fuel filter element (4). |
| (3) | Lubricate new preformed packing (5) with engine oil (PWC03-001) and install in filter cover (6). |
CAUTION: WHEN INSTALLING FUEL FILTER COVER ON FUEL FILTER HOUSING, MAKE SURE FUEL FILTER
ELEMENT IS CORRECTLY INSTALLED OVER HOUSING SLEEVE.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (8).
| (4) | Install filter cover assembly on fuel filter housing (1) and secure with three nuts (8) and washers (7) . Tighten and torque nuts 23 to 26 lb.in (2.6-3.0 Nm). |
| (5) | Re-connect Channel B N2 speed sensor connection (Ref. Ch. 77-10-01). |
7. Fuel Waste Ejector
| (1) | Loosen nut (16) on transfer tube (15) and disconnect tube from waste ejector inlet elbow (14) . |
| (2) | Loosen nuts (7 and 9) and disconnect transfer tubes (6) and (10) from outlet fitting (8). |
| (3) | Support fuel waste ejector (4) and remove bolts (1) , nuts (5) and washers (2) securing ejector to mounting bracket (3) . |
| (4) | Install protective caps and/or plugs on exposed openings. |
| (5) | Pre-SB25194: If necessary, remove mounting bracket (3) from outer bypass duct (19) by removing bolts (17) and washers (18) , three places. |
| (6) | Post-SB25194: If necessary, remove mounting bracket (3) from outer bypass duct (19) by removing bolts (17) , washers (18) and gaskets (20) , three places. |
| (1) | Pre-SB25194: If removed, install mounting bracket (3) on outer bypass duct (19) with bolts (17) and washers (18) , three places. Torque nuts 36 to 40 lb.in (4.0 to 4.6 Nm). |
| (2) | Post-SB25194: If removed, Install mounting bracket (3) on outer bypass duct (19) with bolts (17), washers (18) and gaskets (20) , three places. Torque nuts 36 to 40 lb.in (4.0 to 4.6 Nm). |
| (3) | If necessary, install fittings on fuel waste ejector as follows:
|
| (6) | Locate fuel waste ejector (4) on mounting bracket (3) and secure with four bolts (1) , washers (2) and self-locking nuts (5) . Tighten and torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (7) | Align tubes (6) and (10) with ejector fitting (8). Secure with nuts (7 and 9), tighten and torque nuts 90 to 100 lb.in. (10.2-11.3 Nm). |
| (8) | Align transfer tube (15) with elbow (14). Hold elbow, tighten and torque nut (13) 38 to 42 lb.in. (4.3 - 4.8 Nm). Hold elbow, tighten and torque nut (16) 90 to 100 lb.in. (10.2-11.3 Nm). |
| (9) | Lockwire (PWC05-089) nuts (7 and 9). |
8. Cleaning
A. Fuel Filter Housing, Filter Cover and Bypass Valve
CAUTION: DO NOT EXTEND, CONTRACT, BEND OR OTHERWISE DAMAGE FUEL FILTER BYPASS VALVE SPRING.
| (1) | Wash parts in clean petroleum solvent (PWC11-027). If necessary, use a nylon bristle brush to remove contaminants. |
| (2) | Dry parts using clean, dry, filtered compressed air blast, or allow parts to stand and air dry. |
9. Inspection/Check
A. Fuel Filter
| (1) | Insert a small lamp into the inside bore of the filter element. |
| (2) | Visually inspect filter element for breaks, punctures or evidence of collapse. There must be no loose particles, broken bonds or joints. |
73.10.04 Fuel Manifold
FUEL MANIFOLD - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addressess.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC43572 | Locator, 3 req'd |
| PWC60710 | Clamp |
| PWC60711 | Adaptor |
| PWC60712 | Plug |
| PWC60718 | Test Kit |
| PWC61792 | Leak Check Fixture |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Primary Fuel Tube Assembly
| (1) | Remove nuts (7, Fig. ), washers (6) , gaskets (22) and outer cover (5) . Discard gaskets. |
| (2) | Remove nuts (25, Fig. ), washers (26), bolts (24) and bottom fairing (23). |
| (3) | Remove bolts (3, Fig. ) and inner duct segment (4). |
| (4) | Remove bolt (13, Fig. ) and nut (14) that attaches tube bracket to the No. 4 scavenge oil tube. |
| (5) | Remove two bolts (7) securing fuel tube assembly (6) to bypass duct. |
| (6) | Remove bolt (11) and self-locking nut (4) securing loop clamp (5) to angle bracket (10). |
| (7) | Remove and discard lockwire securing two coupling nuts (3). |
| (8) | Loosen two coupling nuts (3) and remove primary fuel tube assembly (6). |
| (9) | Remove two transfer tubes (2) . Remove and discard four preformed packings (1) . |
| (10) | Remove and discard two preformed packings (8) and (9) . |
| (11) | Remove loop clamp (5) from primary fuel tube assembly (6). |
| (12) | Install closures on all exposed openings. |
| (1) | Position loop clamp (5) on primary fuel tube assembly (6) . |
| (2) | Lubricate and install two new preformed packings (8) and (9) on primary fuel tube assembly (6). |
| (3) | Lubricate and install four new preformed packings (1) on two fuel transfer tubes (2) . |
| (4) | Insert two fuel transfer tube assemblies (2) into two primary fuel nozzle assemblies (12). |
| (5) | Install primary fuel tube assembly (6) by pushing adapter into outer bypass duct into two fuel transfer tubes (2) into primary fuel nozzles. |
| (6) | Install bolt (13) and nut (14) to loop clamp (15) securing tube bracket to the No. 4 scavenge oil tube. Torque nut (14) 36 to 40 lb.in. (4.0-4.6 Nm). |
| (7) | Secure tube adapter to outer bypass duct using two bolts (7) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: MAKE SURE THE ANTI-SEIZE COMPOUND MIXTURE WILL NOT PENETRATE THE FUEL PASSAGE OF
THE PRIMARY NOZZLE.
| (8) | Lubricate threads of coupling nuts (3) with mixture of 20% engine oil (PWC03-001) and 80% anti-sieze compound (PWC06-004A). |
| (9) | Secure two coupling nuts (3) to two primary fuel nozzles (12). Torque 225 to 250 lb.in. (25-28 Nm). |
| (10) | Lockwire (PWC05-089) two coupling nuts (3) to bolts securing primary fuel nozzles. |
| (11) | Secure loop clamp (5) to angle bracket (10) using bolt (11) and nut (4) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (12) | Refer to Chapter 71-00-00 for required checks following installation of primary fuel tubes. |
| (13) | Install inner duct segment (4, Fig. ) with bolts (3). Tighten 36 to 40 lb.in. (4.0-4.5 Nm). |
| (14) | Install the bottom fairing (23, Fig. ) with bolts (24), washers (26) and nuts (25). |
| (15) | Install outer cover (5, Fig. ), gaskets (22) , washers (6) and nuts (7) . Make sure gaskets are between duct and washers. Tighten nuts 23 to 26 lb.in (2.6-2.9 Nm) in a star pattern from top center of cover outward. |
6. Primary Fuel Manifold and Nozzles
CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS
ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT-FREE COTTON GLOVES OR
SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
CAUTION: BOTH REPLACEMENT FUEL NOZZLES MUST BE FROM THE SAME MANUFACTURER.
| (1) | Remove ignition exciters and mounting plate (Ref. 74-10-01). |
| (2) | Remove primary fuel tube assembly (Ref. Para. ).
NOTE: Primary fuel tube assembly must be fully removed from engine before primary nozzles
removed.
|
| (3) | Remove three bolts (13) and three retaining plates (14) and push back three outer tubes (11) . |
| (4) | Remove two bolts (15) and remove two primary fuel nozzles (12) . |
| (5) | Discard gaskets (16) and preformed packings (8) and (9) . |
| (1) | Install new preformed packings (8) on nozzles (12) . |
| (2) | Install new preformed packings (9) on inner fuel tubes (10) . |
| (3) | Slide one outer fuel tubes (11) on fuel manifold. Slide remaining two outer fuel tubes on fuel nozzles (12). |
| (4) | Install new gaskets (16) on fuel nozzles and insert nozzles into bosses in combustor outer case. |
| (5) | Secure each fuel nozzle with one bolts (15) , fingertight. |
| (6) | Connect fuel nozzles with fuel manifold by sliding outer fuel tubes (11) into place. |
| (7) | Install outer fuel tubes in place with three retaining plates (14) and bolts (13) , fingertight. |
| (8) | Tighten bolts (13 and 15) 36 to 40 lb.in. (4.1-4.5 Nm). |
| (9) | Install primary fuel tube assembly (Ref. Para. ). |
| (10) | Install inner duct segment (4) with bolts (3). Tighten 36 to 40 lb.in. (4.0-4.5 Nm). |
| (11) | Install outer cover (5) , gaskets (22) , washers (6) and nuts (7) . Make sure gaskets are between duct and washers. Tighten nuts 23 to 26 lb.in (2.6-2.9 Nm) in a star pattern from top center of cover outward. |
| (12) | Refer to Chapter 71-00-00, ADJUSTMENT/TEST, for required checks following installation of fuel nozzles. |
7. Secondary Fuel Manifold and Nozzles
CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS
ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT-FREE COTTON GLOVES OR
SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
CAUTION: BOTH REPLACEMENT FUEL NOZZLES MUST BE FROM THE SAME MANUFACTURER.
| (1) | Remove upper segments of outer bypass duct (Ref. Chapter 72-70-01) |
| (2) | Remove inner bypass ducts (Ref. Chapter 72-70-01) |
| (3) | Remove 21 bolts (8, Fig. ) and tube retaining plates (9) . |
| (4) | Slide 21 fuel manifold tube assemblies (6) back, to disengage from adjacent fuel nozzle. |
| (5) | Remove three bolts (10) and three fuel nozzles (2) 120 degrees apart, and install three locators (PWC43572). |
| (6) | Remove start and dump valve (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES). |
| (7) | Remove fuel shut off valve and transfer tubes (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES). |
| (8) | Remove one bolt (10) and fuel inlet nozzle (1) . |
| (9) | Remove remaining 20 bolts (10) and fuel nozzles (2). Completely remove one nozzle before proceeding to the next. |
| (10) | Remove and discard 22 metal gaskets (11) from 21 fuel nozzles (2) and one fuel inlet nozzle (1). |
| (11) | Remove 22 fuel manifold tube assemblies (6) from fuel nozzles and fuel inlet nozzle. |
| (12) | Remove and discard 44 preformed packings (3) from fuel nozzles and fuel inlet nozzle. |
| (13) | Remove 22 inner fuel manifold tubes (5) from 22 outer fuel manifold tubes (7) . Remove and discard 44 preformed packings (4) . |
| (14) | Remove inner and outer manifold tubes (10) and (11) , (Fig. ) from adjacent primary nozzles. |
| (15) | Remove and discard preformed packings (9) . |
| (16) | Remove primary manifold and nozzles (Ref. Subpara. ). |
| (17) | Place closures over all openings of fuel nozzles and fuel inlet nozzle and place in individual containers. |
| (1) | Lubricate preformed packings (4, Fig. ) with engine oil (PWC03-001) and install on 21 inner fuel manifold tubes (5) . |
| (2) | Lubricate preformed packings (9, Fig. ) with engine oil (PWC03-001) and install on one inner fuel manifold tube (10) . |
| (3) | Introduce one inner manifold tube (10), with side having an extra shoulder, into one outer manifold tube (11) , through end with flats. Thread inner manifold tube (10) into outer manifold tube (11) until threaded shoulder on inner tube is trapped between shoulders on outer tube. |
| (4) | Introduce inner manifold tubes (5, Fig. ) with side having an extra shoulder, into outer manifold tubes (7) through end with flats. Thread inner manifold tube (5) into outer manifold tube (7) until threaded shoulder on inner tube is trapped between shoulder on outer tube. |
| (5) | Lubricate preformed packings (3) with engine oil (PWC03-001) and install on inlet nozzle (1) . |
| (6) | Lubricate remaining preformed packings (3) with engine oil (PWC03-001) and install on fuel nozzles (2) . |
| (7) | Lubricate preformed packing (8, Fig. ) with engine oil (PWC03-001) and install on one fuel nozzle (2, Fig. ) |
| (8) | Insert outer fuel tube assembly (11, Fig. ) into one fuel nozzle (2, Fig. ).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
|
| (9) | Insert
fuel manifold tube assemblies
, (6, Fig. ) into fuel nozzles (2) and one primary fuel nozzle (1).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
|
| (10) | Install metal gaskets (11) on 21 fuel nozzles (2) and one fuel inlet nozzle (1). |
| (11) | Insert fuel inlet nozzle (1) in combustion chamber outer case assembly, at bottom centre location. Make sure nozzle enters combustion chamber. Install bolt (10) fingertight. |
| (12) | Install the fuel shut off valve with transfer tubes (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES). |
| (13) | Install the start and dump valve (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES). |
| (14) | Insert fuel nozzle assemblies (2) in combustion chamber outer case assembly, leaving two open bosses for primary fuel nozzles (Ref. View looking forward on fuel manifold). Install bolts (10) fingertight. |
| (15) | Slide fuel manifold tube assemblies (6) over fuel nozzles until retaining plate locking grooves are exposed. |
| (16) | Insert one tube retaining plate (9) into locking groove of fuel inlet nozzle (1). Install bolt (8) fingertight. |
| (17) | Insert tube retaining plates (9) into locking grooves in fuel nozzles (2) with bolts (8) fingertight. |
| (18) | Install primary manifold and fuel nozzles (Ref. Subpara ). |
| (19) | Tighten bolts (8 and 10) 36 to 40 lb.in. (4.0-4.6 Nm). |
| (20) | Install inner bypass duct (Ref. Chapter 72-70-01). |
| (21) | Install upper segments of outer bypass duct (Ref. Chapter 72-70-01). |
| (22) | Refer to Chapter 71-00-00 for checks required following installation of fuel manifold and nozzles. |
8. Cleaning
A. Cleaning of Fuel Nozzles
|
Fuel nozzles are to be returned for cleaning and inspection to:
Pratt & Whitney Component Solutions
4905, Stariha drive,
Muskegon
MI 49441
TEL: (231) 798-8464
FAX: (231) 798-0150
Or you can clean and inspect fuel nozzles in accordance with the following procedure: |
WARNING: USE FACE SHIELDS AND RUBBER GLOVES WHEN WORKING WITH CLEANING SOLUTION. DO CLEANING
OPERATION IN A WELL VENTILATED AREA.
CAUTION: USE EXTREME CARE WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS ON THE ORIFICE
MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT FREE COTTON GLOVES OR SURGICAL GLOVES
SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
| (1) | The cleaning solutions listed (Ref. Table ) are recommended for immersion or ultrasonic cleaning of fuel nozzles: |
| (2) | Make a solution of cleaning agent (Ref. Table ) in water. Tap water may be used. Add the cleaning agent slowly to the water. Agitate the mixture to evenly mix the concentration. |
| (3) | Heat the solution to 179 to 199°F (82-93°C). |
| (4) | Clean the nozzle by immersion or ultrasonic method.
|
| (11) | Check that the carbon is removed from the tip. If carbon deposits are still present on the tip, use a nylon bristle brush to loosen the carbon. |
| (12) | Repeat the cleaning until carbon is removed. |
| (13) | Put the nozzle fully into the cold water, then in water heated to 150 to 199°F (66 to 93°C). Keep nozzle in the tank until the temperature of the part is the same as the water temperature. |
| (14) | Remove the nozzle and dry by blowing with clean, oil free shop air. |
| (15) | Repeat the process for each nozzle. |
9. Inspection/Check
A. Primary (Hybrid) Fuel Nozzle Visual Inspection
| (1) | For the fuel nozzle visual inspection, refer to Component Maintenance Manual P/N 3070814. |
10. Adjustment/Test
NOTE: This procedure is used on fuel manifolds installed on a combustor prior to installation
on the engine.
| (1) | Install plug (PWC60712) (1) in main fuel passage of fuel inlet nozzle (2). |
| (2) | Install inlet adaptor (PWC60711) (3) in fuel inlet nozzle (2) and lock in place using locking clamp (PWC60710) (4). |
| (3) | Connect pressure test kit (PWC60718) to inlet adaptor (3). |
| (4) | Make sure test kit selector valve (6) is set in the OFF/TEST position. |
| (5) | Make sure pressure regulator valve (7) is closed (if regulator is not preset). |
| (6) | Open the shut off valve on the nitrogen cylinder (PWC05-050). |
| (7) | Adjust pressure regulator valve (7) until pressure is 100 to 150 psi (689.4-1034.2 kPa), if regulator is not preset. |
| (8) | Turn selector valve (6) to the COMBUSTOR position. |
| (9) | Make sure test kit pressure is 100 to 150 psi (689.4-1034.2 kPa). |
| (10) | Turn selector valve (6) to the OFF /TEST position. |
| (11) | Close the shut off valve on nitrogen cylinder. |
CAUTION: NO DECREASE IN PRESSURE IS PERMITTED.
| (12) |
Monitor test kit pressure gauge for 5 minutes minimum.
|
| (18) | Turn selector valve (6) to BLEED OFF position. |
| (19) | Close pressure adjusting valve (7) on nitrogen cylinder (if regulator is not preset). |
| (20) | Remove clamp (4), test adapter (3), plug (1) and test kit (5). |
NOTE: This procedure is used on an installed engine; eg: after HSI or changing primary
fuel nozzles.
| (1) | Disconnect the nacelle drain line from drain adapter (1), (Ref. Aircraft Maintenance Manual). |
| (2) | Connect hose assembly (6) of leak check fixture (PWC61792) (5) to drain adaptor (1). |
| (3) | Make sure test kit selector valve (3) is set in the OFF /TEST position. |
| (4) | Make sure the regulator valve on cylinder (2) containing nitrogen (PWC05-050) is closed. |
| (5) | Open the shut off valve on nitrogen cylinder (2). |
| (6) | Adjust pressure regulator valve on cylinder (2) until pressure is 100 to 150 psi (689.4-1034.2 kPa). |
| (7) | Turn selector valve (3) to the TO COMBUSTER position. |
| (8) | Make sure gauge (4) reads 100 to 150 psi (689.4-1034.2 kPa). |
| (9) | Turn selector valve (3) to the OFF /TEST position. |
| (10) | Close the shut off valve on nitrogen cylinder (2). |
CAUTION: NO DECREASE IN PRESSURE IS PERMITTED.
| (11) |
Monitor test kit pressure gauge (4) for 5 minutes minimum.
|
| (17) | Turn selector valve (3) to BLEED OFF position. |
| (18) | Close pressure adjusting valve on nitrogen cylinder (2). |
| (19) | Remove hose assembly (6) from drain adapter (1). |
| (20) | Connect the nacelle drain line to drain adapter (1), (Ref. Aircraft Maintenance Manual). |
73.10.05 Fuel Shut-off and Drain System
FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC03-001 | Oil, Engine Lubricating |
| PWC05-089 | Lockwire |
| PWC05-344 | Safety Cable |
| PWC06-004B | Compound, Anti-seize |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC30128-6 | Puller |
| PWC58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Fuel Start and Dump Valve
| (1) | Set maintenance discrete to ON. |
| (2) | Remove the P34 connector (2) and check the connector for moisture. If necessary, dry the connector with a suitable heatgun. |
| (3) | Remove flowmeter and related items (Ref. AMM). |
| (4) | Remove the bolts (3) , washers (4) and the dump valve from the fuel shut-off valve. |
| (5) | Remove the transfer tubes (6) and (7) from the dump valve. |
| (6) | Remove and discard the preformed packings (5) and (1) from the transfer tubes (6 and 7). |
| (1) | Install new preformed packings (5) and (1) on the transfer tubes (6 and 7). |
| (2) | Install the tubes (6) and (7) into the fuel dump valve. |
| (3) | Insert the fuel dump valve into the fuel shut-off valve. Make sure the transfer tubes are properly seated. |
| (4) | Install the washers (4) and the bolts (3) . Lubricate the bolts with engine oil (PWC03-001) and torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (5) | Install flowmeter and related items (Ref. AMM). |
| (6) | Do the following checks:
|
| (18) | Pull the EEC circuit breaker to OFF. |
| (19) | Function check the dump valve (Ref Subpara following). |
| (1) | Remove two bolts (11) and tube (12) from dump valve. |
| (2) | Remove and discard preformed packing (13). |
| (3) | Remove tube (11) from fuel waste ejector (Ref. 73-10-03). |
| (4) | Fit suitable slave fitting to the dump valve outlet and connect fitting to a large vented drain bottle. |
| (5) | Do a wet motoring run (Ref. 71-00-00) and check that fuel does not leak from the dump valve during motoring. |
| (6) | Continuous dripping of fuel from the dump valve during a wet motoring indicates a damaged valve. |
| (7) | After motoring, make sure dump valve drains residual fuel to the drain bottle. |
| (8) | If fuel does not drain, replace dump valve. |
| (9) | Remove slave fitting and drain bottle. |
| (10) | Lubricate new preformed packing (13) with engine oil (PWC03-001) and install on tube (8). Fit tube in place and secure to fuel dump valve with bolts (9 and 15). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (11) | Install transfer tube (11) to fuel waste ejector (Ref. 73-10-03). |
| (12) | Restore engine to standard operating conditions. |
6. Fuel Shutoff Valve
| (1) | Remove fuel start/dump valve (Ref. Para. ). |
| (2) | Remove lockwire and seal and loosen nuts (10) and (11) . Remove fuel shutoff cable (8) from fuel shutoff valve control lever. |
| (3) | Remove bolts (13) and flat washers (12) . Pull fuel shutoff valve (7) away from mounting pad and discard preformed packings (6) . |
| (4) | Remove transfer tubes (2) and (4) and discard preformed packings (1) , (3) and (5) . |
| (5) | Plug/cap all openings. |
| (1) | Lubricate two new preformed packings (6) with engine oil (PWC03-001), and install on fuel shutoff valve (7) . |
| (2) | Lubricate new preformed packings (1) , (3) and (5) with engine oil (PWC03-001), and install on transfer tubes (2) and (4) . Insert transfer tubes into fuel shutoff valve. |
| (3) | Install fuel shutoff valve on mounting pad of bypass duct, being careful to insert transfer tubes (2 and 4) into fuel inlet nozzle. Install four bolts (13) and washers (12) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (4) | Install fuel start/dump valve (Ref. Para. ). |
| (5) | Attach fuel shutoff cable (8) to fuel shutoff valve control lever and check adjustment. |
| (1) | Remove lockwire, seal, nuts (4) and spacer (3) securing fuel shutoff cable (2) to control lever (8) . |
| (2) | Remove two bolts (6) , washers (5) and remove overspeed control linkage housing (7) from fuel inlet and shutoff valve housing (1) . Ensure release plate (9) does not fall from assembly. |
| (3) | Push control lever (8) to slightly withdraw tripper sleeve assembly (15) , thus allowing control levers (13) to pivot freely. |
| (4) | Adjust control levers (13), using a soft-faced tool, to centralize with hole in tripper sleeve assembly (15). |
| (5) | Release pressure from control lever (8). Tripper sleeve (15) will snap into place if control levers (13) are centralized. Repeat steps (3) and (4), if necessary, until levers are reset. |
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
| (6) | Using a soft drift apply even pressure on tripper sleeve to make sure sleeve is fully seated. |
| (7) | Insert narrow end of release plate (9) between control levers (13) so that head of release plate contacts end of piston assembly in fuel inlet and shutoff valve assembly (1). |
| (8) | Fuel shutoff valve is now reset. |
| (9) | Measure Dimension AA between lug on tripper sleeve assembly (15) and rear face of control linkage housing (7). This dimension is used when installing the fuel shutoff cable. |
| (10) | Install control linkage housing (7) on fuel inlet and shutoff valve housing (1) with two bolts (6) and washers (5). Torque 36 to 40 lb.in. (4.0-4.5 Nm). |
| (11) | Adjust emergency fuel shutoff cable (Ref. Para. ). |
| (12) | Install lockwire (PWC05-089) and seal between nuts (4). |
D. Visual Inspection
| (1) | Visually inspect the cable mechanism for corrosion. |
| (2) | Borescope the cable mechanism in the exhaust case.
|
| (5) | Visually inspect the fuel shut off mechanism for corrosion. |
| (6) | Check for correct security (Ref. Para , Periodic Inspection). |
NOTE: Refer to Ch. 05-20-00, Periodic Inspection for inspection intervals.
| (1) | Measure emergency fuel shut-off tripper Dim. T and record. |
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
| (2) | Using a soft drift apply even pressure on tripper sleeve (15) to make sure sleeve is fully seated. |
| (3) | Measure emergency fuel shut-off tripper Dim. T. Re-rig if Dim. T is less than 0.008 inch. |
| (4) | Do Engine Ground Checks No. 1 and No. 2 (Ref. 71-00-00). |
| (5) | Advance TLA to normal take-off detent. Hold in this position for as long as possible for a maximum of two minutes. Move TLA to ground idle to allow engine to stabilize. |
| (6) | Shut engine down per Check No. 3 (Ref. Ch. 71-00-00). |
| (7) | Check for security and leakage. |
7. Emergency Fuel Shut-off Cable
CAUTION: DO NOT CAUSE FUEL SHUT-OFF MECHANISM TO TRIP BY LETTING THE CONTROL LEVER MOVE OUT.
| (1) | Carefully remove lockwire, lead seal, nuts (14) , (15) and spacer (16) from the lower end of control cable (7) . |
| (2) | Remove cable end from control lever. |
| (3) | Remove cotterpin (3) , pin (1) and cable end from bellcrank (2). Discard cotterpin (3). |
| (4) | Move bellcrank (2) to forward position and secure to exhaust case with lockwire (PWC05-089).
NOTE: This will prevent disengagement of cable from actuating lever inside exhaust case.
|
| (5) | Unlock keywasher (19) and remove with nut (18) . Discard key washer. |
| (6) | Remove nut (11) , bolt (9) and clamp (10) . |
| (7) | Remove lockwire and loosen nut (4). |
| (8) | Remove fuel shut-off cable from engine by pulling upwards through fairing of bypass duct (22). |
| (1) | If lower end of cable assembly (7) was not removed from bypass duct (22) or fuel shut-off valve control lever (13) go to step . |
| (2) | Put the threaded end of cable assembly (7) through holes at bottom of inner and outer bypass ducts (21, 22). |
| (3) | Install housing end of cable assembly on outer bypass duct with keywasher (19) and nut (18) . Torque nut 62 to 85 lb. in. (7.0-9.5 Nm.). Bend tabs on keywasher to lock nut. |
CAUTION: DO NOT CAUSE FUEL SHUT-OFF MECHANISM TO TRIP BY LETTING THE CONTROL LEVER MOVE OUT.
| (4) | Engage cable with pulley (17) of fuel shut-off valve and connect end of cable to control lever (13) with spacer (16) and nuts (15) , (14) , finger tight. |
| (5) | Install cable assembly (7) loosely to bracket (8) with clamp (10) , nut (11) and bolt (9) . |
| (6) | Remove nut (4) from cable housing and turn nut (6) all the way on. |
| (7) | Install cable assembly (7) through bracket (5) and loosely secure with nut (4). |
| (8) | Install cable end on exhaust case bell crank (2) with pin (1) and secure with cotterpin (3) . Remove lockwire from bellcrank. |
NOTE: Expansion of the engine due to normal operating temperature will cause the fuel
shut-off cable to pull the tripper sleeve out from the fuel shut-off valve housing.
This is an acceptable condition provided the tripper sleeve can be pushed back with
a soft faced hammer to a minimum of 0.008 inch below the end of the housing.
| (1) | Remove fuel waste ejector (Ref. 73-10-03). |
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
| (2) | Using a soft drift apply even pressure on tripper sleeve (15, Fig. ) to make sure sleeve is fully seated. |
| (3) | Measure and record dimension AA (Ref. Fig. ) from the lug on tripper sleeve assembly (15) to the rear face of
housing (7)
, using depth micrometer.
NOTE: Dimension AA = distance from end of tripper sleeve to end of housing before tightening
cable.
|
| (4) | If lower end of the
cable assembly
(7, Fig. ) was not removed from bypass duct (22) or fuel shut-off valve control lever (13),
set Dimension S as follows:
|
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
| (8) | Using a soft drift apply even pressure on tripper sleeve (15, Fig. ) to make sure sleeve is fully seated. |
| (9) | Set tension on tripper sleeve as follows:
CAUTION: DO NOT LUBRICATE THREADS.
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
|
| (15) | Lockwire (PWC05-089) nuts (4 and 6, Fig. ). |
| (16) | Lockwire (PWC05-089) nuts (14 and 15) and install suitable seal to nuts. |
| (17) | Install fuel waste ejector (Ref. 73-10-03). |
8. Fuel Drain Valve Adapter
| (1) | Remove lockwire and fuel drain valve assembly (1). |
| (2) | Remove transfer tube (3) with puller (PWC30128-6). |
| (3) | Remove and discard preformed packings (2) , (4) and (5) . |
| (4) | If necessary, disassemble fuel drain valve assembly (1) by removing retaining ring (9) , drain valve (8) or (10) and spring (7) from drain valve adapter (6) . |
| (1) | Install lubricated preformed packings (4) and (5) on transfer tube (3) . |
| (2) | Install transfer tube (3), with pusher (PWC30128-6), through outer bypass duct into gas generator. |
| (3) | If necessary, assemble drain valve adapter assembly (1) as follows:
|
| (6) | Install drain valve adapter as follows:
|
| (13) | Secure fuel drain valve adapter (1) using lockwire (PWC05-089) or safety cable (PWC05-344). |
9. Inspection/Check
| (1) | Remove the aft body of the nacelle (Ref. AMM). |
| (2) | Remove the rear lower inner bypass duct (Ref. Chapter 72-70-01). |
| (3) | Remove the 12 screws (2) . |
| (4) | Remove the
exhaust cone (3)
.
NOTE: The emergency fuel shut-off valve upper mechanism can be inspected without disassembly.
|
| (1) | Visually inspect the rod mechanism. |
| (2) | Remove the cotter pin, the washer and the pin attaching the bellcrank to the cable on the bottom of the exhaust case. |
CAUTION: DO NOT MOVE THE CONTROL LEVER ON THE FUEL SHUT-OFF VALVE WHEN REMOVING CABLE.
| (3) | Carefully remove the cable from the fuel shut-off valve (Ref. View A) without disturbing the nuts, and the position of the control lever. |
| (4) | Inspect the bellcrank on the bottom of the exhaust case for condition. Clean as required. |
| (5) | Inspect the shut-off cable as follows:
|
| (9) | Pin and lever:
|
| (11) | Re-set the fuel shut-off valve (Ref. Para. , ). |
| (1) | Apply a thin film of anti-seize compound (PWC06-009) to the threads of the screws (2). |
| (2) | Align the holes and install the exhaust cone (3) on the exhaust case flange (4). |
| (3) | Install the screws (2) and tighten 18 to 22 lb.in. (2-2.4 Nm). |
| (4) | Instal the lower rear inner bypass duct (Ref. Chapter 72-70-01). |
| (5) | Install the rear outer bypass duct (Ref. Chapter 72-70-01). |
| (6) | Install the aft body of the nacelle (Ref. AMM). |
| (7) | Do engine ground checks 1, 2 and 3 (Ref. Chapter 71-00-00). |
73.20 Fuel Controlling
73.20.01 Hydromechanical Metering Unit (HMU)
HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
| Item No. | Name |
|---|---|
| PWC03-001 | Oil, Engine Lubricating |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PW58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Hydromechanical Metering Unit (HMU)
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE THE
FUEL PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
NOTE: If HMU is to be replaced for any reason, it will be necessary to remove fuel pump
from HMU (Ref. 73-10-02) and re-install in replacement HMU.
| (1) | Select maintenance test discrete ON before HMU removal (Ref. Aircraft Maintenance Manual). |
| (2) | Provide drain tray under engine to collect fuel. |
| (3) | Remove airframe fuel inlet connection from HMU (Ref. Aircraft Maintenance Manual). |
| (4) | Remove wiring harness connectors P15, P16, P17 and P35 (8, 9, 7 and 10). |
| (5) | Remove all fuel pressure and bypass tubes (Ref. 73-10-01). |
| (6) | Pre-SB25290: Remove fuel pump and motive flow valve from the HMU (Ref. 73-10-02) and Para. If the HMU is to be replaced, install a blanking cover on the valve mounting port on the HMU and pack in the appropriate shipping case. |
| (7) | Post-SB25290: Do not remove the fuel pump and/or the motive flow valve from the HMU. |
| (8) | Post-SB25290 (Ref. Fig. ):
|
| (12) | Plug/cap all exposed openings and electrical connections. |
| (13) | Remove lockwire, if installed, and loosen flange clamp (3) by removing nut (4). |
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS
OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED
OPENINGS BEFORE REMOVING THE HMU.
CAUTION: USE CARE WHEN REMOVING HMU FROM ENGINE. USE ADEQUATE SUPPORT TO MAKE SURE HMU IS
REMOVED SMOOTHLY AND IN A STRAIGHT LINE AWAY FROM THE MATING FACE ON AGB. DO NOT DAMAGE
AGB MATING SURFACE ON HMU OR AGB.
| (14) | Remove HMU from mounting face of AC generator (2) and discard preformed packings (5) . |
| (15) | Remove and discard the preformed packing (11) from the fuel pump driveshaft (12) (Ref. View C). |
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE FROM MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED
WHEN ONLY THE BLUE COLOR AND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (1) | Pre-SB25290:
|
| (5) | Post-SB25290: The fuel pump and motive flow valve are integral with the HMU. Installation is not required. |
| (6) | Post-SB25290 (Ref. Fig. ) :
|
| (9) | Lubricate new preformed packing (5) with engine oil (PWC03-001) and install on HMU. |
| (10) | Lubricate a new preformed packing (11) with engine oil (PWC03-001) and install on fuel pump driveshaft (12) (Ref. View C). |
| (11) | Align splined shaft of fuel pump (if installed) with shaft in accessory gearbox, and dowel pin on HMU with hole in mating face of AC generator and install HMU. |
| (12) | Install flange clamp (3) with nut (4). Make sure clamp is oriented correctly (Ref. View A-A). Torque clamp nut (4) 32 to 36 lb.in. (3.5-4.1 Nm) and gently tap around circumference of clamp to make sure proper seating. Final torque nut (4) 50 to 60 lb.in. (5.7-6.8 Nm). |
| (13) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
| (14) | Install wiring harness connectors P15, P16, P17 and P35 (8, 9, 7 and 10). Tighten
the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (17) | Install fuel pressure and bypass tubes (Ref. 73-10-01), except do not connect primary and secondary fuel supply tubes to fuel dump valve. |
| (18) | Perform depreservation procedure (Ref. 72-00-00, SERVICING) to purge HMU of preserving fluid. |
| (19) | Restore electrical power to appropriate system and reset EEC circuit breaker to ON. |
| (20) | Select maintenance test discrete OFF. |
| (21) | Refer to Chapter 71-00-00, for checks following installation of HMU. |
C. PMA - Removal/Installation
| (1) | Refer to 72-60-01 for Removal/Installation of AC Generator (PMA). |
6. Motive Flow Valve
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE THE
FUEL PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
A. Removal (Pre-SB25290) (Ref. Fig. )
| (1) | Remove three bolts (1) , three washers (2) and remove motive flow valve (3) from the HMU (5) . Remove and discard two preformed packings (4) from the valve (3). |
B. Installation (Pre-SB25290) (Ref. Fig. )
| (1) | If the motive flow valve is being installed to a replacement HMU, remove the blanking (shipping) cover of the valve mounting port from the HMU. |
| (2) | Install two new preformed packings (4) to the motive flow valve (3) and install valve on mounting port on the HMU (5) . Attach valve with three washers (2) and three bolts (1) . Torque 32 to 36 lb.in. (3.5-4.1 Nm). |
73.20.02 Electronic Engine Control (EEC)
ELECTRONIC ENGINE CONTROL - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes,/component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
| PWC09-003 | Compound, Sealing, Silicone |
| PWC09-008 | Silicone Sealant |
| PWC09-008A | Silicone Sealant |
| PWC11-027 | Solvent, Petroleum |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Removal/Installation
| (1) | If an EEC is removed because of suspected malfunctioning, complete the EEC return sheet (Ref. Fig. ) and return it with the EEC. |
| (2) | Select maintenance test discrete ON before EEC removal (Ref. Aircraft Maintenance Manual). |
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF BEFORE DISCONNECTING ELECTRICAL CONNECTORS.
| (3) | Disconnect engine electrical connectors P1, P3 and P4 (12, 11 and 10) from EEC (1) . Disconnect airframe electrical connectors P2, P5. Check connectors for moisture. If necessary, dry connectors with suitable heat gun. |
CAUTION: DO NOT CHANGE OR REPLACE TRIM PLUG P3 ON THE ENGINE. THE TRIM PLUG IS MATCHED TO
THE ENGINE SERIAL NO. AND IS NOT INTERCHANGEABLE WITH ANY OTHER TRIM PLUG.
| (4) | Remove coupling nut of tube assembly (22) from tube assembly (4) and disengage loop clamp (2) . Remove coupling nut (5) from the EEC. |
| (5) | Remove two bolts (6) and nuts (8) and (9) and disengage harness loop clamp from the EEC bracket. |
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL
PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION
OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
| (6) | Plug/cap all openings. |
| (7) | Remove nut (16) , and disengage bracket (18) from the EEC. Remove one end of strap (19) from EEC ground mounting point. |
CAUTION: MAKE SURE EEC IS PROPERLY SUPPORTED BEFORE REMOVING BOLTS (20). REMOVE LOWER TWO
BOLTS AND WASHERS FIRST. DAMAGE CAN OCCUR TO MOUNTING FEET IF EEC MOVES FORWARD UNDER
ITS OWN WEIGHT WHEN REMOVING BOLTS.
| (8) | Support EEC and remove two lower bolts (20) and washers (21). Remove two upper bolts (20) and washers (21). Remove EEC from engine. |
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF BEFORE CONNECTING ELECTRICAL CONNECTORS.
CAUTION: DO NOT SWAP EDU AND/OR EEC FOR TROUBLE SHOOTING PURPOSE.
NOTE: 1. If a Post-SB25158 engine incorporates
SB25104 at a later date,
SB25158 must be replaced with
SB25150.
NOTE: 2. If a Post-SB25207 engine incorporates
SB25104 at a later date,
SB25207 must be replaced with
SB25203.
CAUTION: DO NOT LUBRICATE THE THREADS.
| (1) | Position the EEC to the four points on the mounting bracket with four washers (21) and four bolts (20). Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Clean ground terminal and adjacent area with solvent (PWC11-027). |
CAUTION: DO NOT LUBRICATE THREADS.
| (3) | Install bracket (18) and the strap lug on the ground stud on the EEC with nut (16) . |
| (4) | Install rubber cushion (14) in loop clamp (13) and secure with bolt (17) and nut (15) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Torque nut (16) on ground terminal stud 32 to 36 lb.in. (3.6-4.0 Nm). Apply coat of silicone sealant (PWC09-008) or (PWC09-008A) to ground terminal. |
| (6) | Put tube assembly (4) and install coupling nut (5) to the mating tube on the EEC. Tighten coupling nut with your hand. |
| (7) | Install coupling nut of tube assembly (22) to tube assembly (4) and tighten nut with your hand. Torque 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089). |
| (8) | Install l loop clamp (2) and bolt (3) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (9) | Torque coupling nut (5) 42 to 49 lb.in. (4.7-5.5 Nm) and lockwire (PWC05-089). |
| (10) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
CAUTION: USE ONLY APPROVED TOOL TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED.
MAKE SURE THAT YOU CAN SEE THE BLUE COLOR BAND AND YOU MUST NOT SEE THE RED COLOR
BAND.
| (11) |
Remove protective caps/plugs and connect P1 and P4 connectors (12 and 10) to EEC.
Connect trim plug P3 (11). Connect airframe electrical connectors J2 and J5. Tighten
the connector using one of the following methods:
NOTE: For aircraft with Data Transmission Unit (DTU) installed, make sure to pull the
DTU circuit breaker on the overhead cockpit panel.
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lbf.in (11.3 Nm). DO NOT USE
STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lbf.in. (11.3 Nm).
|
| (14) | Set maintenance test discrete to “ON” (MAINT) (Ref. AMM). |
| (15) | Set proximity system breaker to "ON" to activate WOW system. |
| (16) | Set TLA to CUT-OFF and make sure that all thrust lever microswitch breakers are "ON". |
| (17) | Set circuit breaker FADEC Channel A and B to “ON”. |
| (18) | After 15 seconds, set circuit breaker FADEC Channel A and B to “OFF”. |
| (19) | After 15 seconds, set circuit breaker FADEC Channel A to "ON". |
| (20) | After 15 seconds, set circuit breaker FADEC Channel B to "ON". |
| (21) | Make sure that no EEC fault lamps are "ON". If fault lamps are "ON", refer to 72-00-00, FAULT ISOLATION. |
| (22) | After 15 seconds, set maintenance discrete OFF (NORMAL) after EEC installation and before engine operations (Ref. AMM). |
| (23) | After 15 seconds, Refer to Chapter 71-00-00, for checks following installation of EEC. |
C. Removal of N1 Speed Trim Box Pre-SB25336 (Ref. Fig. )
| (1) | Remove four cap screws (16) and multiple self-locking nut (14) . |
| (2) | Remove N1 speed trim box (15) . Identify and place in clean plastic bag. |
D. Installation of N1 Speed Trim Box Pre-SB25336 (Ref. Fig. )
| (1) | Position N1 speed trim box (15) ) in EEC mounting bracket (9) . |
| (2) | Secure trim box using four cap screws (16) and multiple self-locking nut (14) . |
| (3) | Torque screws (16) 6 to 7 lb.in. (0.7-0.8 Nm). |
E. Removal of EEC Mounting Brackets (
Pre-SB25382) (Ref. Fig. )
| (1) | Remove two nuts (1) , washer (2) , bolt (3) and remove bracket (4) . |
| (2) | Remove two bolts (10) and two washers (11) and remove bracket (6) . |
| (3) | Remove two nuts (20) , two bolts (19) and remove bracket (18) . |
| (4) | Remove two bolts (8) and washers (7) securing lower electrical bracket assembly (9) to bracket (5) on Flange B. |
| (5) | Support lower electrical bracket assembly (9) and remove two nuts (12) , washers (13) and two bolts (17) . Remove lower electrical bracket assembly (9) from engine. |
F. Removal of EEC Mounting Brackets (
Post-SB25382) (Ref. Fig. )
| (1) | Remove the two bolts (26), the two washers (25) and the lower EEC mount bracket assembly (24). |
| (2) | Remove the two nuts (32), the two washers (31) and the lower rear mount bracket (30). |
| (3) | Remove the two nuts (1), the bolt (3), the washers (2), the two spacers (28) and the upper rear support bracket (29). |
| (4) | Remove the two bolts (10) and the upper front support bracket (23). |
| (5) | Remove the two nuts (12), the two washers (13), the two bolts (17) and the lower front mount bracket (27). |
| (6) | Remove the two nuts (20), the two washers (22), the two spacers (21), the two bolts (19) and the upper front mount bracket (18). |
| (1) | Cracks through the upper and lower strengthening lip, at the locations shown, at either end, are acceptable up to 0.250 inch (6.35 mm) long. Do not stop drill the crack(s). |
H. Installation of EEC Mounting Brackets (
Pre-SB25382) (Ref. Fig. )
| (1) | Install bracket (18) on Flange A of fan case at Location A and secure with two bolts (19) and nuts (20) . Torque nuts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Install support bracket (6) on bracket (18) and secure with two bolts (10) and washers (11). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). |
| (3) | Install bracket (4) on Flange B and secure with one bolt (3) , washer (2) and two nuts (1) . Torque nuts 54 to 60 lb.in. (6.0-7.0 Nm). |
| (4) | Install lower electrical bracket assembly (9) to rear side of Flange A and to lower rear support bracket assembly (5) . Secure bracket (9) to Flange A at Locations B with two bolts (17) , washers (13) and nuts (12) , and to bracket (5) with four washers (7) and bolts (8) . Torque nuts (12) and bolts (8) 36 to 40 lb.in. (4.0-4.6 Nm). |
I. Installation of EEC Mounting Brackets (
Post-SB25382) (Ref. Fig. )
| (1) | Lubricate threads of the two bolts (19) with engine oil (PWC03-001). |
| (2) | Install the upper front mount bracket (18) on flange A of the fan case with the two
spacers (21), the two bolts (19), the two washers (22) and the two nuts (20). Torque
bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
NOTE: Spacers must be installed between the front flange and the bracket.
|
| (3) | Apply a thin coat of silicone grease (PWC09-003) on the two washers (13) for ease of assembly. |
| (4) | Lubricate threads of the two bolts (17) with engine oil (PWC03-001). Install the lower front mount bracket (27) on flange A of the fan case with the two bolts (17), the two washers (13) and the two nuts (12). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (5) | Lubricate threads of the two bolts (10) with engine oil (PWC03-001). |
| (6) | Install the upper front support bracket (23) on the bracket (18) with the two bolts (10). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (7) | Install the upper rear support bracket (29) with the two spacers (28), the bolt (3),
the washer (2) and the two nuts (1) on the flange B.
NOTE: Washer must be installed below the bolt head.
|
| (8) | Torque the bolt (3) 62 to 72 lbf.in. (7.0-8.1 Nm) dry. |
| (9) | Torque the nut (1) on the stud 54 to 60 lbf.in. (6.1-6.8 Nm) dry. |
| (10) | Install the lower rear mount bracket (30) with the two washers (31) and the two nuts
(31). Torque nuts 54 to 60 lbf.in. (6.1-6.8 Nm) dry.
NOTE: Washers must be installed below the nuts.
|
| (11) | Lubricate threads of the two bolts (26) with engine oil (PWC03-001). |
| (12) | Install the lower EEC mount bracket assembly (24) to the rear side of flange A and to the lower rear mount bracket (30) with the two bolts (26) and the two washers (25). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (1) | Remove bolt (17) and nut (15) and separate clamp (13) and rubber cushions (14) from bracket (18) and ground strap (19) . |
| (2) | Remove nut (16) and bracket (18) and remove strap end from EEC ground terminal. |
| (3) | Remove strap end from Flange A:
|
| (1) | Clean shaded area (a), both lugs of ground strap and ground studs with solvent (PWC11-027) to ensure clean ground contact. |
| (2) | Install strap end to Flange A:
|
| (4) | Install strap end to EEC ground terminal with nut (16) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm). |
| (5) | Install cushions (14) and loop clamp (13) on strap (19) to bracket (18) with bolt (17) and nut (15) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm). |
| (6) | Measure the torque of nuts (15, 16 and 26). Make sure that the torque is correct. |
| (7) | Apply coat of silicone sealant (PWC09-008) or (PWC09-008A) on ground terminals and area a (Ref. Fig. ). |
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
| (1) | Record the class of the trim plug to be removed. The new plug must be the same class for T4.5 and N1 trim. |
| (2) | Remove bolt (1) from retaining strap. |
| (3) | Remove trim plug (2) . |
| (4) | Install protective cap on EEC connector. |
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE THE CLASS OF REPLACEMENT TRIM PLUG IS THE SAME AS THE ONE REMOVED.
CAUTION: MAKE SURE CONNECTOR PLUG IS FREE FROM MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
| (1) | Remove protective cap. |
| (2) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN TRIM PLUG CONNECTOR. CONNECTOR IS PROPERLY TIGHTENED
WHEN ONLY THE BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (3) |
Install
trim plug (2)
on EEC. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lbf.in (11.3 Nm). DO NOT USE
STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lbf.in. (11.3 Nm).
|
| (6) | Install
bolt (1)
and torque 36 to 40 lbf.in. (4.1 - 4.5 Nm).
NOTE: For aircraft with Data Transmission Unit (DTU) installed, make sure to pull the
DTU circuit breaker on the overhead cockpit panel.
|
| (7) | Set maintenance switch (LH) or (RH) test discrete to MAINT (Ref. Aircraft Maintenance
Manual).
NOTE: Switch located in the tail of the aircraft (Half equipment bay).
|
| (8) | Select airframe 28 VDC power ON (15 Sec). |
| (9) | Select airframe 28 VDC power OFF. |
| (10) | Return maintenance switch (LH) or (RH) test discrete to NORMAL. |
| (11) | Select airframe 28 VDC power ON.
NOTE: This procedure could required to be performed several times (Maximum three times)
to make sure EEC read the proper trim values.
|
| (12) | Make sure no EEC fault lamps are on. |
| (13) | If fault lamps are on, refer to 72-00-00, FAULT ISOLATION. |
| (14) | Do a Check No. 2 - Engine Start, followed by a Check No. 3 - Engine Shutdown (Ref. Chapter 71-00-00, ADJUSTMENT/TEST). |
73.20.03 Wiring Harnesses
WIRING HARNESSES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PW58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jaw Pliers |
| PWC90058 | Tie Cable Tool |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Outer Wiring Harness
A. Removal of Outer Wiring Harness Pre-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Disconnect connectors P22 and P23. Check connectors for moisture. If necessary, dry with suitable heat gun. |
| (3) | Remove nuts (3) , bolts (2) and loop clamps (4) , fourteen places (Ref. View A, B, C, O, R and V). |
| (4) | Remove nut (3) , bolt (2) and loop clamp (5) from adjacent bracket (Ref. View D). |
| (5) | Remove nut (3) , bolt (2) and loop clamp (5) from adjacent loop clamp (Ref. View E). |
| (6) | Remove nuts (3) , bolts (2) and loop clamps (5) from adjacent tube bracket (Ref. View N). |
| (7) | Remove eight screws (14) , washers (16) and two multiple nut plates (15) securing connectors J6 and J7 to mounting bracket. Remove connectors J6 and J7 (Ref. View F). |
| (8) | Remove nut (3) , bolt (2) , loop clamp (5) , spacer (19) and loop clamp (13) (Ref. View G). |
| (9) | Remove nut (3) , bolt (2) , and loop clamp (7) from adjacent bracket (Ref. View H). |
| (10) | Remove nut (3) , bolt (2) , and loop clamp (6) from adjacent bracket (Ref. View I). |
| (11) | Remove nuts (3) , bolts (2) , and loop clamps (7) , (8) and (9) from adjacent brackets (Ref. View J). |
| (12) | Remove nut (3) , bolt (2) , and loop clamps (11 and 22) (Ref. View K). |
| (13) | Remove nut (3), bolt (2), and loop clamp (12) from bracket (17) (Ref. View L). |
| (14) | Remove nut (3) , bolts (2) , and loop clamp (4) from adjacent bracket (Ref. View M). |
| (15) | Remove nuts (3), bolts (2), and loop clamps (20) and (21) from adjacent bracket (Ref. View P). |
| (16) | Remove nut (3) , bolts (2) , and loop clamp (10) from adjacent bracket (Ref. View Q). |
| (17) | Remove nuts (3) , bolts (2) and loop clamps (9) from adjacent brackets, two places (Ref. View S and U). |
| (18) | Remove nut (3) , bolt (2) and loop clamp (10) from bracket (18) (Ref. View T). |
| (19) | Disconnect connectors P1 and P4 from EEC. Disconnect P31 from trim box. Remove any other associated loop clamps, bolt and nuts. |
| (20) | Disconnect P36 from the EDU. |
| (21) | Disconnect connectors P27, P28, P29 and P39. |
| (22) | Disconnect connectors P15, P16, P17, P34 and P35. |
| (23) | Disconnect connectors P11 and P12. |
| (24) | Remove connectors P9, P10 and P30. |
| (25) | Check all connectors for moisture. If necessary, dry with suitable heat gun. |
| (26) | Check that all associated bolts, nuts and loop clamps are removed, and remove wiring harness (1) from engine. |
| (27) | Place wiring harness and attaching hardware in sealable plastic bags and tag with engine model, serial number, wiring harness part number and date of storage. |
B. Installation of Outer Wiring Harness Pre-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
| (1) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
| (2) | Position wiring harness on intermediate case and connect connectors P22 and P23 to
receptacles at front of intermediate case. Tighten the connector using one of the
following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (5) | Install loop clamps (4) on wiring harness (1) and fasten to brackets with bolts (2) and nuts (3) , nine places (Ref. View A, C, O, R and V). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Install loop clamps (4) on wiring harness and fasten to oil tube brackets with bolts (2) , four places (Ref. View B). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (7) | Position connectors J6 and J7 on electrical mounting bracket and secure with eight washers (16), eight screws (14) and two nut plates (15) (Ref. View F). Torque screws 7 to 8 lb.in. (0.8-1.0 Nm). |
| (8) | Install connectors P1 and P4 to EEC. Install connector P31 to trim box. Torque connectors
P1, P4 with pliers (PWC90012). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (11) | Install
loop clamp (5)
, on wiring harness, and fasten to adjacent bracket with
bolt (2)
and
nut (3)
. Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: The direction of the bolt is determined by the incorporation of SB25329 (Ref. View
D).
|
| (12) | Install loop clamp (5) on wiring harness, and fasten to adjacent loop clamp with bolt (2) and nut (3) (Ref. View E). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (13) | Install loop clamps (5) and (13 ) on wiring harness, and fasten together with bolt (2) , spacer (19) between loop clamps, and nut (3) (Ref. View G). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (14) | Install connectors P15, P16, P17 and P35 to HMU (Ref. View W). Tighten the connector
using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (17) | Position loop clamp (7) on wiring harness and secure to J bracket with bolt (2) and nut (3) (Ref. View H). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (18) | Position loop clamp (6) on wiring harness and fasten to bracket with bolt (2) and nuts (3) (Ref. View I). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (19) | Position loop clamps (7) , (8) and (9) on wiring harness and fasten to brackets with bolts (2) and nuts (3) (Ref. View J). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (20) | Install connectors P11 and P12 to their respective receptacles. Tighten the connector
using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (23) | Position loop clamp (11) on wiring harness and fasten to oil tube loop clamp (22) with bolt (2) and nuts (3) (Ref. View K) . Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (24) | Position loop clamp (12) on wiring harness and fasten to bracket (17) with bolt (2) and nut (3) (Ref. View L). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (25) | Install connectors P27, P28 and P29. Tighten the connector using one of the following
methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (28) | Position loop clamp (10) on wiring harness and fasten to respective bracket with bolts (2) and nuts (3) (Ref. View Q). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (29) | Position loop clamps (21) and (20) on wiring harness and fasten to respective bracket with bolts (2) and nuts (3) (Ref. View P). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (30) | Install connectors P9, P10 and P30. Tighten the connector using one of the following
methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (33) | Install connector P34 to start fuel and dump valve. Tighten the connector using one
of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (36) | Position loop clamps (9) on wiring harness and fasten to respective brackets with bolts (2) and nuts (3) , two places (Ref. View S and U). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (37) | Restore electrical power to the appropriate system and reset EEC circuit breaker to ON. |
| (38) | Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual). |
| (39) | Refer to Chapter 71-00-00 for checks following installation of wiring harness. |
C. Removal of Outer Wiring Harness Post-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove bolt (2) , nut (3) and loop clamp (20) from EDU bracket (18) (Ref. Sheet 6, View F). |
| (3) | Remove bolt (27) from the N2 speed sensor and remove loop clamp (7) (Ref. Sheet 5, View G). |
| (4) | Remove bolts (2) and nuts (3) in three places. Remove two loop clamps (7) and one loop clamp (20) from brackets (21) (Ref. Sheet 6, View I). |
| (5) | Remove connector P36 from the EDU. |
| (6) | Remove bolt (2) , nut (3) , clamp (32) and grommet (33) from AGB bracket (Ref. Sheet 8). |
| (7) | Remove bolt (2), nut (3) and loop clamp (11) above P12 from the oil tube loop clamp (13) (Ref. Sheet 8). |
| (8) | Remove bolt (2), nut (3) and loop clamp (16) near P34, from the fuel pressure tube loop clamp (13) (Ref. Sheet 6, View H). |
| (9) | Remove bolt (2) , nut (3) and loop clamp (8) from the heat exchanger bracket (18) (Ref. Sheet 2). |
| (10) | Remove bolt (2) , nut (3) and loop clamp (10) from bracket (17) (Ref. Sheet 3, Detail C). |
| (11) | Remove bolt (25) , spacer (26) , nut (3) and loop clamp (7) from the fuel bypass tube loop clamp (13) (Ref. Sheet 4). |
| (12) | Remove bolt (2) , nut (3) and loop clamp (11) from AGB bracket (Ref. Sheet 8). |
| (13) | Remove bolt (2) , nut (3) and loop clamp (16) from bracket (29) (Ref. Sheet 7, View J). |
| (14) | Remove bolts (2) and loop clamps (4) below P30 from the bypass duct brackets in three places (Ref. Sheet 5). |
| (15) | Remove bolt (2) , nut (3) and loop clamp (12) next to the HMU from the harness support (Ref. Sheet 4). |
| (16) | Remove bolts (2) , nuts (3) and loop clamps (5) and (7) from the harness support bracket (Ref. Sheet 3, Detail D). |
| (17) | Remove bolt (2) , nut (3) and loop clamp (4) below P29 from the harness support (Ref. Sheet 2). |
| (18) | Remove bolt (2) , nut (3) and loop clamp (6) below P27&28 from the harness support (Ref. Sheet 2). |
| (19) | Remove bolt (2), nut (3) and loop clamp (7) from the EEC mounting bracket (Ref. Sheet 1, View A, Detail K). |
| (20) | Remove bolt (2) , nut (3) and loop clamp (5) from the oil tube bracket (Ref. Sheet 1, View A). |
| (21) | Remove bolts (2) and loop clamps (4) from the oil tube brackets, in four places (Ref. Sheet 1, View A). |
| (22) | Remove bolts (2) , nuts (3) and loop clamps (6) and (4) behind P22&23 from the harness support bracket in two places (Ref. Sheet 1, View A). |
| (23) | Remove connectors P22 and P23 from the P1/T1 sensors (Ref. Sheet 1, View A). |
| (24) | Remove eight screws (14) , two nut plates (15) and connectors J6 and J7 from the mounting bracket (Ref. Sheet 1, View B). |
| (25) | Remove bolt (24) , spacer (19) , nut (3) and loop clamp (9) from the oil pressure tube loop clamp (11) (Ref. Sheet 3, Detail B). |
| (26) | Remove bolt (2) , nut (3) and loop clamp (9) from the P1 tube bracket (Ref. Sheet 2). |
| (27) | Remove connectors P1 and P4 from the EEC. |
| (28) | Remove connectors P9, P10, P11, P12, P34, P35, P17, P16, P15, P28, P27, P39 and P29. |
| (29) | Check all connectors for moisture. If necessary, dry with suitable heat gun. |
| (30) | Check that all associated bolts, nuts and loop clamps are removed, and remove wiring harness (1) from engine. |
| (31) | Place wiring harness and attaching hardware in sealable plastic bags and tag with engine model, serial number, wiring harness part number and date of storage. |
D. Installation of Outer Wiring Harness Post-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
NOTE: Wiring harness loop clamp size selection can be minus one or plus two from their
nominal dash number, to make sure there is a tight hold on the cable bundle.
| (1) | Install (or replace if necessary) insulation tape (ST6333-01) on the harness as follows:
CAUTION: MAKE SURE TO TIGHTEN EACH TIE CABLE UNTIL THE HARNESS IS IN POSITION AGAINST THE
CABLE TIE MOUNT.
|
| (9) | Install wiring harness on left side of engine and connect connector P29. Tighten the
connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (12) | Connect connector P39. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (15) | Connect connectors P27 and P28. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (18) | Connect connectors P15, P16, P17, P35 and P34. Tighten the connector using one of
the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (21) | Install wiring harness on right side and connect connector P30. Tighten the connector
using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (24) | Connect connectors P10 and P9. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (27) | Connect connectors P11 and P12. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (30) | Connect connectors P1 and P4 to the EEC. Tighten the connector using one of the following
methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (33) | Install loop clamp (9) , on wiring harness, and attach to P1 tube bracket with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (34) | Install loop clamp (9) on wiring harness, and attach to oil pressure tube loop clamp (11) with bolt (24) , spacer (19) and nut (3) (Ref. Sheet 3, Detail B). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (35) | With the master keyways at the upper outboard side, install connectors J6 and J7 in the mounting bracket and attach with eight screws (14) , and two nut plates (15) ) (Ref. Sheet 1, View B). Torque screws 6 to 7 lb.in. (0.68-0.79 Nm). |
| (36) | Make sure the front of connectors P22 and P23 can extend 3 inches forward of the fan
case to reach the P1/T1 sensors. If the sensors are already installed, connect connectors
P22 and P23 (Ref. Sheet 1, View A). Tighten the connector using one of the following
methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (39) | Install loop clamps (6) and (4) on wiring harness behind P22&23 and attach to harness support bracket with bolts (2) and nuts (3) in two places (Ref. Sheet 1, View A). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (40) | Install loop clamps (4) on wiring harness and attach to oil tube brackets with bolts (2) , in four places (Ref. Sheet 1, View A). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (41) | Install loop clamp (5) on wiring harness, and attach to oil tube bracket with bolt (2) and nut (3) (Ref. Sheet 1, View A). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (42) | Install
loop clamp (7)
on wiring harness, and attach to top hole of EEC mounting bracket with bolt (2) and
nut (3) . Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: The direction of the bolt is determined by the incorporation of SB25329 (Ref. Sheet
1, View A, Detail K).
|
| (43) | Install loop clamp (6) on wiring harness below P27&28 and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (44) | Install loop clamp (4) on wiring harness below P29 and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (45) | Install loop clamps (5) and (7) , on wiring harness, and attach to harness support bracket with bolts (2) and nuts (3) (Ref. Sheet 3, Detail D). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (46) | Install loop clamp (12) on wiring harness next to HMU and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 4). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (47) | Install loop clamps (4) on wiring harness below P30 and attach to bypass duct brackets with bolts (2) , in three places (Ref. Sheet 5). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (48) | If not already installed, install bracket (29) on lower bypass duct flange, and attach with bolt (31), washer (30) and nut (3) (Ref. Sheet 7, View J). Torque bolt 27 to 30 lb.in. (3.05-3.39 Nm). |
| (49) | If not already installed, install two bolts (31), washers (30) and nuts (3) (Ref. Sheet 7, View J). Torque bolts 27 to 30 lb.in. (3.05-3.39 Nm). |
| (50) | Install loop clamp (16) on wiring harness and attach to bracket (29) with bolt (2) and nut (3) (Ref. Sheet 7, View J). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (51) | Install loop clamp (11) on wiring harness and attach to AGB bracket with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (52) | Install loop clamp (7) on wiring harness and attach to fuel bypass tube loop clamp (13) with bolt (25) , spacer (26) and nut (3) (Ref. Sheet 4). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (53) | Install loop clamp (10) on wiring harness and attach to bracket (17) with bolt (2) and nut (3) (Ref. Sheet 3, Detail C). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (54) | Install loop clamp (8) on wiring harness and attach to heat exchanger bracket (18) with bolt (2) and nut (3) (Ref. Sheet 2). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (55) | Install loop clamp (16) on wiring harness near P34, and attach to fuel pressure tube loop clamp (13) with bolt (2) and nut (3) (Ref. Sheet 6, View H). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (56) | Install loop clamp (11) on wiring harness above P12 and attach to oil tube loop clamp (13) with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (57) | Install grommet (33) and clamp (32) on wiring harness, and attach to AGB bracket with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (58) | Connect connector P36 to the EDU. Tighten the connector using one of the following
methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (61) | If not already installed, install two fire detection brackets (28) and three brackets (21) to the fan case rear flange (Ref. Sheet 6, View I). Attach with three nuts (34) and torque 54 to 60 lb.in. (6.1-6.78 Nm). |
| (62) | Install two loop clamps (7) and one loop clamp (20) on wiring harness, and attach to brackets (21) in three places with bolts (2) and nuts (3) (Ref. Sheet 6, View I). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (63) | Remove the lower bolt (27) from N2 speed sensor. Install loop clamp (7) on wiring harness, and attach to N2 speed sensor with bolt (27) (Ref. Sheet 5, View G). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (64) | If not already installed, install bracket (18) on EDU mounting bracket, and attach with bolt (2) (Ref. Sheet 6, View F). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (65) | Install loop clamp (20) on wiring harness, and attach to bracket (18) with bolt (2) and nut (3) (Ref. Sheet 6, View F). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm). |
| (66) | Restore electrical power to the appropriate system and reset EEC circuit breaker to ON. |
| (67) | Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual). |
| (68) | Refer to Chapter 71-00-00 for checks following installation of wiring harness. |
6. Core Wiring Harness
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Disconnect rear core wiring harness N1 OUT connectors (22) from N1/T4.5 terminal box (33) (Ref. 77-20-01). |
| (3) | Remove two bolts (6) (Ref. View D) and two self-locking nuts (2) from bracket (1). Remove loop clamps (3) , (4) and (5) from wiring harness (22). |
| (4) | Remove two self-locking nuts (25) and (27) (Ref. View B), two bolts (29) and (32) and bracket (31) . Remove loop clamps (24) , (26) , (28) and (30) from rear core wiring harness (22). |
| (5) | Remove self-locking nut (8) (Ref. View D) and bolt (13) from bracket (7). Remove loop clamps (9) , (11) and (12) from wiring harness (22). |
| (6) | Remove eight screws (18) (Ref. View A) or cap screws, eight washers (17) and two nut plates (14) from two terminal connectors (15). Remove two gaskets (16) . |
| (7) | Remove two bolts (19) and remove wiring harness (22) from engine. |
| (8) | Remove two bolts (20) and two self-locking nuts (35) securing bracket (21) to wiring harness. |
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL
PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION
OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
| (9) | Place protective covers on all connectors and receptacles. |
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: TIGHTEN CONNECTORS WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED WHEN
ONLY THE BLUE COLOR BAND IS VISIBLE.
| (1) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
| (2) | Secure bracket assembly (21) to rear core harness (22) using two bolts (20) and two self-locking nuts (35) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (3) | Install two gaskets (16) (Ref. View A) on two terminal connectors (15) and position wiring harness on engine. Secure wiring harness (22) to rear support ring using two bolts (19) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (4) | Secure two terminal connectors (15) to lower bypass duct using eight washers (17) and eight cap screws (18) . Torque 6.0 to 7.0 lb.in. (0.6-0.8 Nm). |
| (5) | Install loop clamps (9) , (11) and (12) (Ref. View C) on wiring harness and clamp (10) (part of T4.5 wiring harness). Secure loop clamps to bracket (7) and clamp (10) (part of T4.5 wiring harness) using bolt (13) and self-locking nut (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (6) | Secure loop clamp (24) (Ref. View B) and bracket (31) to bracket (23) using bolt (32) and self-locking nut (27) . Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (7) | Install loop clamp (26) , (28) and (30) on wiring harness and secure to bracket (31) using bolt (29) and self-locking nut (25) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Position loop clamp (3) , (4) and (5) (Ref. View D) on wiring harness and secure to bracket (1) using bolts (6) and self-locking nuts (2) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (9) | Install rear core wiring harness (22) in N1/T4.5 terminal box (33) (Ref. 77-20-01). |
| (10) | Restore electrical power to appropriate system and reset EEC circuit breaker to ON. |
| (11) | Select maintenance discrete OFF. |
| (12) | Pull EEC circuit breaker to OFF. |
C. Removal of Front Core Wiring Harness (Pre-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove upper (outer and inner) bypass ducts (Ref. 72-70-01). |
| (3) | Remove top P2.8 supply tube (Ref. 75-30-01). |
| (4) | Remove bolt (2) and loop clamp (3) (Ref. Detail A). |
| (5) | Pre-SB25378: Remove two screws (4) , two washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8) . |
| (6) | Post-SB25378: Remove four screws (4), four washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8). |
| (7) | Remove three self-locking nuts (9) , three bolts (10) and three loop clamps (11) . |
| (8) | Pre-SB25378: Remove two screws (12) , two washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16) . |
| (9) | Post-SB25378: Remove four screws (12), four washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16). |
| (10) | Remove bolt (17) and loop clamp (18) (Ref. Detail C). |
| (11) | Remove self-locking nut (19) , bolt (20) and loop clamps (21) (Ref. View E). |
| (12) | Remove self-locking nut (22) , spacer (23) , loop clamps (24) and bolt (25) (Ref. View F). |
| (13) | Remove self-locking nut (26) , bolt (27) and loop clamp (28) (Ref. View G). |
| (14) | Remove self-locking nut (29) , bolt (30) and loop clamp (31) from bracket (32) (Ref. View H). |
| (15) | Remove self-locking nut (33) , bolt (34) and loop clamp (35) from P3 tube assembly (36) (Ref. View J). |
| (16) | Remove P connectors (37, 38, 39, 40, 41, 42 and 43) and remove wiring harness (1) . |
| (17) | Put protective covers on all connectors and receptacles. |
D. Installation of Front Core Wiring Harness (Pre-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: HARNESS CONNECTORS MUST BE ASSEMBLED WITH CLEAN, DRY THREADS. THE USE OF ENGINE
OIL, SPRAY RELEASE AGENTS AND OTHER LUBRICANTS IS PROHIBITED.
CAUTION: INSTALL AND TORQUE CONNECTORS WITH APPROVED TOOLS ONLY. CONNECTORS ARE FULLY ENGAGED
WHEN ONLY THE BLUE COLOR BAND IS VISIBLE. FINAL TORQUE OF THE CONNECTOR IS TO BE APPLIED
USING SOFT-JAWED PLIERS.
| (1) | Apply electrical contact enhancer to all connectors (Ref. Ch. 70-00-00, CLEANING). |
| (2) | Position front core wiring harness (1) on compressor case. |
| (3) | Engage master keyway and install P24 connector (40) and P25 connector (41) on linear
stator vane actuator. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (6) | Engage master keyway and install P18 connector (39) on anti-icing valve. Tighten the
connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (9) | Engage master keyway and install P14 connector (38) and P13 connector (37) on compressor
bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (12) | Engage master keyway and install P37 connector (42) and P38 connector (43) on compressor
start bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (15) | Pre-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6) , two washers (5) and two screws (4) (Ref. View B). Torque the screws 6 to 7 lb.in. (0.6-0.8 Nm). |
| (16) | Post-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6), four washers (5) and four screws (4) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm). |
| (17) | Position loop clamp (3) on wiring harness (1) and attach clamp to left side lower fairing with bolt (2) (Ref. Detail A). Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (18) | Position loop clamp (11) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (10) and nut (9) . Torque nut 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (19) | Position two loop clamps (11) on wiring harness (1). Attach clamps (11) to flange mounted brackets with two bolts (10) and two self-locking nuts (9). Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (20) | Pre-SB25378 Install gasket (16) on J30 connector (15) and position connector in right lower bypass duct half with master keyway at top center. Attach with nut plate (14) , two washers (13) and two screws (12) (Ref. View D). Torque 6 to 7 lb.in. (0.6-0.8 Nm). |
| (21) | Post-SB25378: Install gasket (16) on J30 connector (15) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (14), four washers (13) and four screws (12) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm). |
| (22) | Position loop clamp (18) on wiring harness (1). Attach clamp (18) to right lower side fairing with bolt (17) (Ref. Detail C). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (23) | Position loop clamp (35) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (34) and nut (33) (Ref. View J). Torque nut 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (24) | Position loop clamp (31) on wiring harness (1). Attach clamp (31) to bracket (32) with bolt (30) and self-locking nut (29) (Ref. View H). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (25) | Position loop clamp (28) on wiring harness (1). Attach clamp (28) to P3 adapter flange with bolt (27) and self-locking nut (26) (Ref. View G). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (26) | Position loop clamp (24) on wiring harness (1). Attach clamps (24), spacer (23) with bolt (25) and self-locking nut (22) (Ref. View F). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (27) | Position loop clamp (21) on wiring harness (1). Attach clamps (21) to flange mounted bracket with bolt (20) , and self-locking nut (19) (Ref. View E). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
| (28) | Install upper section of bypass ducts (Ref. Ch. 72-70-01). |
| (29) | Install top P2.8 supply tube (Ref. 75-30-01). |
| (30) | Restore electrical power to appropriate system and reset EEC circuit breaker. |
| (31) | Select maintenance test discrete OFF after wiring harness installation (Ref. Aircraft Maintenance Manual). |
| (32) | Refer to Chapter 71-00-00 for checks following installation of engine wiring harness. |
| (33) | Pull EEC circuit breaker to OFF. |
E. Removal of Front Core Wiring Harness (Post-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove upper (outer and inner) bypass ducts (Ref. 72-70-01). |
| (3) | Remove top P2.8 supply tube (Ref. 75-30-01). |
| (4) | Remove bolt (2) and loop clamp (3) (Ref. Detail A). |
| (5) | Pre-SB25378: Remove two screws (4) , two washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8) . |
| (6) | Post-SB25378: Remove four screws (4), four washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8). |
| (7) | Remove three self-locking nuts (9) , three bolts (10) and three loop clamps (11) . |
| (8) | Pre-SB25378: Remove two screws (12) , two washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16) . |
| (9) | Post-SB25378: Remove four screws (12), four washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16). |
| (10) | Remove bolt (17) and loop clamp (18) (Ref. Detail C). |
| (11) | Remove self-locking nut (19) , bolt (20) , spacer (44) and loop clamps (21) (Ref. View E). |
| (12) | Remove self-locking nut (22) , spacer (23) , loop clamps (24) and bolt (25) (Ref. View F). |
| (13) | Remove self-locking nut (26) , bolt (27) and loop clamps (28) from bracket (45) (Ref. View H). |
| (14) | Remove self-locking nut (29) , bolt (30) and loop clamp (31) from bracket (32) (Ref. View J). |
| (15) | Remove self-locking nut (33) , bolt (34) and loop clamp (35) from P3 tube assembly (36) (Ref. View K). |
| (16) | Remove P connectors (37, 38, 39, 40, 41, 42 and 43) and remove wiring harness (1) . |
| (17) | Place protective covers on all connectors and receptacles. |
F. Installation of Front Core Wiring Harness (Post-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: HARNESS CONNECTORS MUST BE ASSEMBLED WITH CLEAN, DRY THREADS. THE USE OF ENGINE
OIL, SPRAY RELEASE AGENTS AND OTHER LUBRICANTS IS PROHIBITED.
CAUTION: INSTALL AND TORQUE CONNECTORS WITH APPROVED TOOLS ONLY. CONNECTORS ARE FULLY ENGAGED
WHEN ONLY THE BLUE COLOR BAND IS VISIBLE. FINAL TORQUE OF THE CONNECTOR IS TO BE APPLIED
USING SOFT-JAWED PLIERS.
| (1) | Apply electrical contact enhancer to all connectors (Ref. Ch. 70-00-00, CLEANING). |
| (2) | Position front core wiring harness (1) on compressor case. |
| (3) | Engage master keyway and install P24 connector (40) and P25 connector (41) on linear
stator vane actuator. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (6) | Engage master keyway and install P18 connector (39) on anti-icing valve. Tighten the
connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (9) | Engage master keyway and install P14 connector (38) and P13 connector (37) on compressor
bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (12) | Engage master keyway and install P37 connector (42) and P38 connector (43) on compressor
start bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (15) | Pre-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6) , two washers (5) and two screws (4) (Ref. View B). Torque the screws 6 to 7 lb.in. (0.6-0.8 Nm). |
| (16) | Post-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6), four washers (5) and four screws (4) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm). |
| (17) | Position loop clamp (3) on wiring harness (1) and attach clamp to left side lower fairing with bolt (2) (Ref. Detail A). Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (18) | Position loop clamp (11) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (10) and nut (9) . Torque nut 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (19) | Position two loop clamps (11) on wiring harness (1). Attach clamps (11) to flange mounted brackets with two bolts (10) and two self-locking nuts (9). Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (20) | Pre-SB25378 Install gasket (16) on J30 connector (15) and position connector in right lower bypass duct half with master keyway at top center. Attach with nut plate (14) , two washers (13) and two screws (12) (Ref. View D). Torque 6 to 7 lb.in. (0.6-0.8 Nm). |
| (21) | Post-SB25378: Install gasket (16) on J30 connector (15) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (14), four washers (13) and four screws (12) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm). |
| (22) | Position loop clamp (18) on wiring harness (1). Attach clamp (18) to right lower side fairing with bolt (17) (Ref. Detail C). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (23) | Position loop clamp (35) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (34) and nut (33) (Ref. View J). Torque nut 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (24) | Position loop clamp (31) on wiring harness (1). Attach clamps (31) to bracket (32) with bolt (30) and self-locking nut (29) (Ref. View J). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (25) | Position loop clamp (28) on wiring harness (1). Attach clamps (28) to P3 adapter flange mounted bracket with bolt (27) and self-locking nut (26) (Ref. View H). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (26) | Position loop clamp (24) on wiring harness (1). Attach clamps (24), spacer (23) with bolt (25) and self-locking nut (22) (Ref. View F). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (27) | Position loop clamp (21) on wiring harness (1). Attach clamps (21), spacer (44) to flange mounted bracket with bolt (20) and self-locking nut (19) (Ref. View E). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
| (28) | Install upper section of bypass ducts (Ref. Ch. 72-70-01). |
| (29) | Install top P2.8 supply tube (Ref. 75-30-01). |
| (30) | Restore electrical power to appropriate system and reset EEC circuit breaker. |
| (31) | Select maintenance test discrete OFF after wiring harness installation (Ref. Aircraft Maintenance Manual). |
| (32) | Refer to Chapter 71-00-00 for checks following installation of engine wiring harness. |
| (33) | Pull EEC circuit breaker to OFF. |
74
74.00 Ignition
74.00.00 Ignition System
IGNITION SYSTEM - DESCRIPTION AND OPERATION
The spark ignition system has been developed to provide the engine with an ignition
system capable of quick light up over a wide temperature range. Two exciter units,
two individual high tension cable assemblies and two spark igniters are utilized.
The system is energized from the aircraft normal 28 volt DC supply and will operate
in the 9 to 30 volt range.
The dual ignition exciter units are mounted and secured to a bracket on the right-hand
side of the bottom section of the outer bypass duct. Four flexible absorption mounts
are interposed between the mounting bracket and the bypass duct, thus dampening the
effect of engine-induced vibration. Each exciter unit is secured to the mounting
bracket with four bolts. Eight plate nuts are riveted on the mounting bracket to
receive the exciter unit mounting bolt. Electrical bonding is achieved by a copper
strap between the two units and a cable between one of the units and the rudder bias
system transfer tube.
The ignition exciters are sealed units containing electronic components encased in
an epoxy resin. The exciters transform the DC input to a pulsed high voltage output
through solid state circuitry, a transformer and diodes.
The two individual ignition cable assemblies carry the electrical energy output from
the ignition exciters to the engine-mounted spark igniters. Each lead assembly consists
of an electrical lead encased in a flexible metal braiding. Coupling nuts at each
end of the assembly facilitate connection to respective connectors on ignition exciter
and spark igniter.
Two spark igniters, located at 4 and 5 o'clock positions respectively on the combustion
chamber outer case, are screwed through bosses on the case to locate in the combustion
chamber. The igniters are in the form of a threaded plug with a central positive
electrode enclosed in an annular semi-conducting material. The electrical potential
developed by the ignition exciter is applied across the gap between the central conductor
and the igniter shell (ground). As this potential increases, a small current passes
across the air gap. This current increases until the air between the central conductor
and the shell ionizes. When ionization occurs, high energy discharges across the
surface of the semi-conductor. The spark always occurs somewhere in the annular space
between the central conductor and shell.
74.10 Electrical Power Supply
74.10.01 Ignition System and Related Parts
IGNITION SYSTEM - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs in disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
| PWC06-005 | Lubricant, Fluorocarbon |
| PWC09-001 | Sealant, Silicone Rubber |
| PWC11-005+ | Envirosolv 655 |
| PWC11-012 | Acetone |
| PWC11-014 | Alcohol, Isopropyl |
| PWC11-023+ | Ardrox Leeder 1064K |
| PWC11-025+ | Desoclean 45 |
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE IGNITION
IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT LET IGNITION CABLE BRAIDING OR FERRULES ROTATE WHEN TURNING COUPLING NUTS.
| (1) | Isolate power from ignition system. |
| (2) | Remove igniter cable assemblies from connectors of ignition exciters. |
| (3) | Remove sealant from bolts (6) at electrical lead (4) and connecting strap (7) . Remove eight bolts (6), three washers (5) and (8) and connecting strap (7). |
| (4) | Pre-SB25378: Remove the bolt (3) and washer (2) from the electrical bracket (1) and remove the electrical bracket (1) from the electrical lead (4). |
| (5) | Post-SB25378: Remove the nut (15) and spacer (16) from electrical lead (4) at the bypass duct. |
| (6) | Remove electrical lead (4) and two ignition exciters (9) from mounting plate (13). |
| (7) | Remove mounting plate (13) if necessary, by removing bolts (10) and washers (11) . |
| (1) | Position mounting plate (13) on bypass duct and secure with four bolts (10) and washers (11) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Position ignition exciters (9) with input connectors towards front of engine on mounting plate and secure with bolts (6) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (3) | Clean contact area of connecting strap (7) with isopropyl alcohol (PWC11-014) and install with bolts (6) and washers (8) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (4) | Pre-SB25378: Clean contact area on ends of lead (4) , bracket (1) and ignition exciter (9) with isopropyl alcohol (PWC11-014). |
| (5) | Post-SB25378: Clean contact area on ends of lead (4) and ignition exciter (9) with isopropyl alcohol (PWC11-014). |
| (6) | Pre-SB25378: Lubricate threads of the two bolts (3) and (6) with engine oil (PWC03-001). Install lead with bolts (3) and (6) and washers (2) and (5) . Torque the bolts 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (7) | Post-SB25378: Lubricate threads of the bolt (6) and nut (15) with engine oil (PWC03-001). Install one end of the lead with the bolt (6) and washer (5) at the ignition exciter and the other end of the lead with nut (15) and spacer (16) at the bypass duct. Torque the bolt (6) and nut (15) 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (8) | Apply a coat of sealant (PWC09-001) to electrical contact areas on connecting strap (7) and lead (4). |
| (9) | Connect ignition cable assemblies to connectors on ignition exciters (Ref. Subpara ). |
| (10) | Reconnect input cable to ignition exciter (Ref. Aircraft Maintenance Manual). |
| (1) | Loosen coupling nuts (24) and disconnect ignition cables (23) from ignition exciters (11) . |
| (2) | Remove nut (10) , spacer (9) and bolt (8) . Remove two loop clamps (7) . |
| (3) | If necessary, remove two nuts (20) , washers (22) , bolt (21) and bracket (19) . |
| (4) | Remove nut (6) , bolt (5) and two clamps (4) . |
| (5) | Remove four bolts (3) , two brackets (2) and two grommets (1) . |
| (6) | Remove screws (17) and fairing (18) to gain access to grommet (13) and remove grommet from stiffener ring of inner bypass duct. |
| (7) | Remove bolt (16) , clamp (15) and cushion (14) . |
| (8) | Post-SB25384: Remove bolt (26), spacer (27) and loop clamp (28). |
| (9) | Loosen coupling nuts (12) and disconnect ignition cables from spark igniters. |
| (1) | Install spark igniters (Ref. Subpara. ). |
CAUTION: UNDER NO CIRCUMSTANCES IS LUBRICANT GREASE OR SILICONE, OR LUBRICANTS SUCH AS PETROLATUM
TO BE USED ON ANY IGNITION COMPONENT.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRAL CONDUCTORS OF CABLES.
SUCH CONTACT MAY RESULT IN A HIGH RESISTANCE PATH, POSSIBLY GENERATING HEAT AND OXIDATION.
| (2) | Connect cable coupling nuts (12) to spark igniters (25) . Torque 240 to 260 lb.in. (27.1-29.4 Nm). |
| (3) | Post-SB25384: Attach the loop clamp (28) to the ignition cable (23) and install with spacer (27) and bolt (26). Torque bolt 36 to 40 lbf.in. (4.1-4.5 Nm). |
| (4) | Install grommet (13) around cables and slide into stiffener of inner bypass duct. |
| (5) | Position cushion (14) and clamp (15) on igniter cables and fasten to fairing with bolt (16) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (6) | Install fairing (18) with screws (17) and torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (7) | Place two grommet halves (1) around cables and press into boss on outer bypass duct. Secure with two brackets (2) and four bolts (3) . Torque 36 to 40 lb.in. (4.1-4.5 Nm) in a star pattern. |
| (8) | Install two loop clamps (4) with bolt (5) and nut (6) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
CAUTION: UNDER NO CIRCUMSTANCES IS LUBRICANT GREASE OR SILICONE, OR LUBRICANTS SUCH AS PETROLATUM
TO BE USED ON ANY IGNITION COMPONENT.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRAL CONDUCTORS OF CABLES.
SUCH CONTACT MAY RESULT IN A HIGH RESISTANCE PATH, POSSIBLY GENERATING HEAT AND OXIDATION.
| (9) | Connect cable coupling nuts (24) to ignition exciters. Torque 140 to 160 lb.in. (15.8-18.1 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (10) | Locate bracket (19) on rear flange of lower outer bypass duct, on fifth and sixth holes with two bolt (21) , washers (22) and nuts (20) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (11) | Install two loop clamps (7) , spacer (9) , bolt (8) and nut (10) . Torque 27 to 30 lb.in. (3.1-3.4 Nm). |
| (1) | Isolate power from ignition system. |
| (2) | Carefully remove coupling nuts (3) of igniter cable assemblies and from spark igniters (2) . |
| (3) | Ground cable electrodes to spark shield to ensure complete electrical discharge. |
| (4) | Unscrew and remove spark igniters (2) and gaskets (1) . |
| (5) | Remove gasket from each spark igniter. |
| (1) | Install gaskets (1) on each spark igniters (2) . |
CAUTION: MAKE SURE THE FLOATING COLLAR AROUND THE IGNITER BOSS ON THE COMBUSTION CHAMBER
LINER MOVES FREELY BEFORE INSTALLING SPARK IGNITERS. INSTALL IGNITERS BY HAND UNTIL
SEATED TO ENSURE THAT NO BINDING OR FOULING OCCURS.
| (2) | Carefully install spark igniters with gaskets into bosses in combustion chamber outer case at 4 and 5 o'clock positions on engine without using tools, until igniters are seated. |
| (3) | Torque igniters 300 to 360 lb.in. (33.9-40.7 Nm). |
6. Inspection/Check
A. Inspection of Ignition Exciter
| (1) | Inspect for security, signs of damage and general condition. |
| (2) | Inspect input and output connectors for damage. Check threads for corrosion. |
B. Inspection of Ignition Cables
| (1) | Check for chafing, cuts, abrasions or other damage. |
| (2) | Check for security of installation. |
| (3) | Check operation of cables (Ref. Para. ). |
| (1) | Inspect the external sheath of each igniter at Dia. A for chafing and wear:
|
| (5) | Inspect end face (View B) for:
|
| (11) | Check operation of spark igniters (Ref. Para. ). |
7. Cleaning/Painting
A. Cleaning of Ignition Exciter
| (1) | Remove all corrosion residue, using a stainless steel wire brush, taking care not to damage gold plating on the terminal pins. |
| (2) | Clean affected surface thoroughly, using a clean, lint-free cloth moistened with isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+). |
| (3) | Apply light film of spray lubricant (PWC06-005) to cleaned areas. |
B. Cleaning of Spark Igniters
CAUTION: DROPPED IGNITERS MAY SUFFER INTERNAL DAMAGE NOT DETECTABLE BY TEST. DISCARD ANY
IGNITER THAT HAS BEEN DROPPED.
CAUTION: DO NOT TRY TO REMOVE ANY HARD CARBON DEPOSITS FROM CENTER ELECTRODE AS SUCH DEPOSITS
AID THE FUNCTIONING OF THE IGNITER. ANY ABRASIVE ACTION IN GAP AREA MAY IMPAIR FUNCTIONING
BY THE REMOVAL OF SEMICONDUCTOR MATERIAL. DO NOT USE WIRE BRUSH TO CLEAN.
| (1) | Install a suitable cap over electrode end of igniter to prevent contamination by cleaning fluid. |
| (2) | Clean inside of terminal well with a felt swab soaked in isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+). Do not damage terminal pin during cleaning operation. |
| (3) | Dry using clean, dry, filtered compressed air. |
8. Adjustment/Test
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK.
RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS
SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL)
AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT
IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED
TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING
NUTS.
A. Function Test
CAUTION: BEFORE SWITCHING ON IGNITION TO DO AN OPERATIONAL CHECK, DO A DRY MOTORING RUN 71-00-00, ADJUSTMENT/TEST TO MAKE SURE NO FUEL REMAINS IN GAS GENERATOR CASE.
| (1) | Switch ignition system OFF. |
| (2) | Isolate electrical power from ignition system (Ref. Aircraft Maintenance Manual). |
| (3) | Disconnect one igniter input lead at exciter unit. |
| (4) | Restore electrical power to ignition system (Ref. Aircraft Maintenance Manual). |
| (5) | Switch ignition ON. |
| (6) | Listen for regular frequency snapping sound. Switch ignition OFF. |
| (7) | Reconnect igniter cable to exciter unit and remove igniter cable from other exciter unit. Repeat steps and . |
| (8) | If snapping sound is not heard on either check, replace ignition exciter and repeat steps through . |
| (9) | If snapping sound is not heard on one check only, replace associated spark igniter and/or ignition cable and repeat operation check. If spark igniter still fails, replace ignition exciter. |
| (10) | Repeat steps through . |
| (11) | Restore ignition system to standard operating condition. |
| (12) | Refer to Chapter 71-00-00 for checks following installation of ignition system components. |
75
75.00 Air
75.00.00 Air System
AIR SYSTEMS - DESCRIPTION AND OPERATION
1. General
High pressure (HP) compressor discharge air is bled off to provide pressurizing air
for bearing compartment oil seals, cooling air for the turbine section, air for the
compressor bleed valves and hot air for anti-icing protection of the low pressure
(LP) compressor stator and nose cone. Additionally, bleed air is provided for the
Electronic Engine Control and for aircraft services.
Oil is contained within the bearing compartments by bleeding air pressure through
carbon seals and/or labyrinth seals towards each bearing. The labyrinth seals used
on the engine consist of two parts: a labyrinth and a runner. The rotating labyrinths
have a series of annular grooves machined in their outer surfaces, while the corresponding
runners have plain or honeycombed surfaces. Each matched pair forms an airseal and
controls the required pressure gradient.
P2.8 pressurizing air, bled from the fourth-stage of the HP compressor, is split into
two paths; one is ducted through the intermediate case and into the hollow LP and
HP compressor shafts, where it is directed to the Nos. 1, 2 and 4 bearing compartments.
The second path passes through the gas generator case via an internal passageway into
the No. 3 bearing compartment.
The carbon seals at the rear of the No. 1 bearing and at the front of the No. 2 bearing
are pressurized by the flow of air passing through the intermediate case into the
intershaft space. Holes at the front of the LP shaft direct the air into the labyrinth
seal at the front of the No. 1 bearing. Air is allowed to leak through the labyrinth
to form a pressure seal, and is then vented to the inlet air stream behind the inlet
cone.
Holes in the HP compressor shaft direct a portion of the intershaft flow of air to
the rear labyrinth and carbon seal of the No. 2 bearing. Air leakage through the
seals exits into the gas stream at the first-stage of the HP compressor rotor.
Air pressure inside the LP shaft flows forward into the nose cone and rearward into
the front labyrinth seal of the No. 4 bearing compartment, venting into the exhaust
gas stream behind the third-stage LP turbine. The No. 4 bearing compartment is sealed
at the rear by the LP turbine case, hence no labyrinth seal is required at the rear.
P2.8 air entering the No. 3 bearing compartment is directed around the bearing into
the front and rear bearing covers, pressurizing the front and rear labyrinth and carbon
seals. Impeller backface air assists in the pressurization and is allowed to leak
into the bearing compartment. Excess air flows through holes in the HP turbine shaft
and the HP turbine assembly into the intershaft space.
The air entering the bearing compartments is also used to assist the oil scavenge
flow to the accessory gearbox from where it is vented to atmosphere through the centrifugal
breather.
Air from around the combustion chamber liner (P3) passes through the HP turbine disk
air nozzle and the HP turbine baffle to cool the HP turbines and stators. Air from
the nozzle is directed at the hub of the first-stage HP turbine disk and is directed
across the disk face by a cover. The cover directs the air through the blade roots
and into the hollow turbine blades, exiting into the gas path through holes in the
trailing edges. Cooling air for the second-stage HP turbine disk flows from the impeller
backface, through holes in the HP turbine disk assembly and is directed along the
disk faces through holes in the interstage baffle and a stacked multi-stage seal.
The air then passes through the second-stage blade roots and exits into the gas stream.
Cooling air passing around the outside diameter of the HP turbine assembly is directed
by the HP turbine baffle to the shroud segments and stator assemblies. Hollow vanes
on the first-stage HP turbine stator assembly allow internal flow of cooling air which
exits the vanes through holes in the trailing edges.
P2.8 air leaving the intershaft space at the rear of the HP turbine assembly is directed
across the LP turbine disk faces and through the blade roots and exits into the gas
stream.
The nose and LP compressor inner stator are heated by pressurized hot air (P2.8) routed
from the fourth-stage compressor. A solenoid valve controls the flow to the inner
stator while the nose cone is fed hot air continuously.
The nose cone is heated by hot air flowing from the inside of the LP shaft, through
the hollow nose cone extension and into the double-walled nose cone. A small part
of the air is discharged through the nose cone central tie bolt. The hot air inside
the nose cone vents into the air stream ahead of the fan. The hot air which heats
the nose cone follows a different path from the rest of the anti-icing air and hence
is not controlled by the anti-icing solenoid valve.
A transfer tube from the solenoid valve directs the flow of hot air into a cavity
in the intermediate case to heat the inner fan stators. Air exiting from the fan
stators is vented into the core air-flow.
The bleed valves consist of two-position (open/closed) piston type valves, operating
in ported housings. The P2.8 bleed valve pistons are spring loaded open, allowing
compressor air to vent into the bypass air-flow. When P3 compressor discharge pressure
from the solenoid valve is applied, spring force is overcome and the pistons are closed.
The pistons are supported in their housings by two sealing rings and a guide pin.
The inner piston ring is metal, while the outer ring is made from heat-resistant plastic.
The piston rings seal the chamber at the top of the piston, while the guide pin permits
full travel of the piston in either direction, to open or close the housing ports.
The compressor bleed solenoid valve located at the top of the HP compressor rear case,
supported by a bracket on the rear flange controls the P3 air supply to P2.5 valves
(3 and 9 o'clock positions) and P2.8 valve (7 o'clock position). Another bleed valve
solenoid at 7 o'clock position controls the bleed valve at 11 o'clock position. The
valve is normally closed, blocking the flow of P3 air from the diffuser to the compressor
bleed valves. The solenoid consists of a dual coil housing surrounding an armature
assembly, attached to a shaft and ball-type piston. The piston is spring-loaded closed
until the solenoid is energized by the EEC, causing the armature to overcome the spring
force, opening the valve and directing P3 air to the bleed valves.
The linear actuator is located on the top of the HP compressor case. The actuator
body is mounted to the rear flange of the front HP compressor case by a supporting
bracket. The actuator piston rod is connected to the master lever of the HP CVV drive
system. The master lever is free to pivot on Teflon lined bushings.
The linear actuator uses fuel from the HMU for hydraulic power. The actuator is controlled
by a torquemotor valve contained in the HMU. An electrical signal from the EEC energizes
one of two windings (Channel A or B) on the torquemotor valve, which alter the two
hydraulic (fuel pressure) signals going to the actuator. Fuel pressure from the actuator
directs the fuel into the cylinder assembly. The differential pressure in the cylinder
causes linear movement of the piston, thus driving the actuator output levers. A
third transfer tube drains internal fuel leakage from the actuator to an airframe
supplied drain.
Displacement of the piston is sensed by a linear variable differential transformer
(LVDT)-type position transducer in the actuator, which converts the signal from mechanical
to electrical, and feeds the signal back to the EEC. When the electrical feedback
signal from the actuator matches the EEC-calculated demand signal, hydraulic signals
are equalized and actuator movement ceases.
75.10 Engine Anti-icing
75.10.01 Anti-icing Valve
ANTI-ICING VALVE - MAINTENANCE PRACTICES
1. General
A. Use engine oil to lubricate preformed packings, threads and mating surfaces, unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Anti-ice Solenoid Valve
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: ENSURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED
WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (1) | Select maintenance test discrete ON before anti-ice solenoid valve removal (Ref. Aircraft Maintenance Manual). |
| (2) | Remove engine nacelle, sufficient to gain access to engine by-pass duct (Ref. Aircraft Maintenance Manual). |
| (3) | Remove upper portion of by-pass duct (inner and outer) (Ref. 72-70-01). |
| (4) | Remove two bolts (1) securing P3 tube assembly (2) to solenoid valve (3) . |
| (5) | Post-SB25095: Remove nut (14) , bolt (15) and clamp (16) from the bracket (17) . |
| (6) | Remove nut (18) , bolt (19) and clamp (20) from bracket (21). |
| (7) | Remove the lockwire and P3 tube coupling nut (22). Remove P3 tube assembly (2). |
| (8) | Disconnect electrical connector P18 (4) at solenoid valve. |
| (9) | Remove two nuts (5) , bolts (6) and retaining plate (7) . |
| (10) | Slide transfer tube (8) part way into anti-icing tube (9) , remove solenoid valve (3) together with gasket (10) , discard gasket. |
CAUTION: DO NOT PRY ON HP COMPRESSOR CASE MOUNTED ELBOW TO ASSIST REMOVAL OR INSTALLATION
OF VALVE.
| (11) | Remove transfer tubes (8) and (11) , remove and discard seals (12) . |
CAUTION: DO NOT LUBRICATE PLAIN SEALS.
| (1) | Install new plain seals (12) on transfer tubes (8) and (11) . Install open end of seals toward open end of tube. |
| (2) | Install retaining ring (13) on tube but do not engage in slot. |
| (3) | Install transfer tube (11). |
| (4) | Slide transfer tube (8) part way into anti-icing tube (9) . |
| (5) | Insert gasket (10) into recess of solenoid valve (3) . |
| (6) | Note position of airflow arrow on solenoid valve (3) and install valve onto transfer tube (11). Slide transfer tube (8) into open end of solenoid valve. |
CAUTION: DO NOT LUBRICATE THREADS.
| (7) | Install retaining plate (7) and secure using two bolts (6) and nuts (5) , torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (8) | Install retaining ring (13) on slot of tube (8). |
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE FULLY
TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE, RED COLOR BAND MUST NOT BE VISIBLE.
| (9) | Install electrical connector P18 (4) onto solenoid valve. Torque connector P18 (4) 24 to 29 lb.in. (2.7-3.3 Nm). |
| (10) | Secure P3 tube assembly (2) to solenoid valve using two bolts (1) , torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (11) | Attach P3 tube assembly with coupling nut (22). Torque coupling nut 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
CAUTION: DO NOT LUBRICATE THREADS.
| (12) | Install clamp (20) , bolt (19) and nut (18) on bracket (21). Torque nut 27 to 30 lb.in (3.0-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (13) | Post-SB25095: Install clamp (16) , bolt (15) and nut (14) on the bracket (17) . Torque nut 27 to 30 lb.in (3.0-3.4 Nm). |
| (14) | Assemble by-pass duct (Ref. 72-70-01). |
| (15) | Assemble engine nacelle (Ref. Aircraft Maintenance Manual). |
| (16) | Restore electrical power to appropriate system and reset EEC circuit breaker to ON. |
| (17) | Select maintenance test discrete to OFF. |
| (18) | Refer to Chapter 71-00-00 for checks following installation of anti-ice solenoid valve. |
| (19) | Restore aircraft to normal operating condition (Ref. Aircraft Maintenance Manual). |
75.10.02 Cabin Bleed Air
CABIN BLEED AIR - MAINTENANCE PRACTICES
1. General
A. Use engine oil to lubricate preformed packings, threads and mating surfaces, unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC03-001 | Engine Oil |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC60714 | Puller |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Cabin Bleed Air Tubes
NOTE: The following procedure applies to either the right or left-hand cabin bleed air
tube assembly.
| (1) | Remove six bolts (2) or (7), LP bleed pad cover (3) , or shipping cover (8) and cabin air tube retainer (9) , as applicable, and LP bleed pad gasket (4) . Discard gasket (4). |
| (2) | Remove cabin air bleed tube assembly (6) using puller (PWC60714). Remove and discard preformed packings (1) and (5) . |
| (3) | Repeat steps (1 and 2) to remove cabin air bleed tube assembly (6) from opposite side of engine. |
| (4) | Place protective covers on cabin air bleed covers and store in sealable plastic bags. |
| (5) | Remove five bolts (10) and shipping cover from HP bleed air tube (11) . |
| (6) | Remove two bolts (14) securing HP bleed air tube (11) to compressor case. |
| (7) | Remove HP bleed air tube (11). Remove and discard gaskets (12) and (13) . |
| (8) | Repeat steps , and to remove remaining HP bleed air tube. |
| (9) | Place protective covers on bleed air tubes. Store tubes in sealable plastic containers. |
NOTE: Although cabin air can be taken from either the left or right-hand side of the engine,
the cabin air tube retainer (9) is normally installed on the engine left-hand side
at engine assembly.
| (1) | Lubricate new preformed packings (1) and (5) and install on cabin air bleed tube assembly (6) . |
| (2) | Install cabin air bleed tube assembly through right-hand LP bleed pad on outer bypass duct; ensure tube is seated in bleed air boss on gas generator case. |
| (3) | Install gasket (4) and cover (3) on LP bleed pad and secure with six bolts (2) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (4) | Lubricate preformed packings (1 and 5) and install on remaining cabin air bleed tube assembly (6). |
| (5) | Install cabin air bleed tube assembly (6) through left-hand LP bleed pad on outer bypass duct; ensure tube is seated in bleed air boss on gas generator. |
| (6) | Install new gasket (4), cabin air tube retainer (9) and shipping cover (8) on LP bleed pad and secure with six bolts (7). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (7) | Install new gasket (12) and metal gasket (13) over HP air bleed tube (11) . |
| (8) | Install HP bleed tube (11) through right-hand HP bleed pad on outer bypass duct, and secure with two bolts (14) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (9) | Secure outer flange of HP bleed tube (11) to bleed pad on outer bypass duct with five bolts (10) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (10) | Repeat steps , and to install left-hand HP bleed tube (11). |
| (11) | Place protective covers over right and left-hand HP bleed tubes. |
75.30 Compressor Control
75.30.01 Compressor Bleed Valves
COMPRESSOR BLEED VALVES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. P2.5 Compressor Bleed Valves
A. Access to P2.5 Bleed Valves
| (1) | Remove outer bypass duct and inner bypass duct(s) (Ref. 72-70-01) to allow access. |
| (1) | Remove two bolts (1) two washers (2) , gasket (3) and tube assembly (4) . |
| (2) | Remove the three bolts (5) P2.5 bleed valve assembly (6) and gasket (7) . |
| (3) | Loosen bolt and nut (8) . Remove clamp. |
C. Removal of Right P2.5 Bleed Valve (Pre-SB25095) (Ref. Fig. )
| (1) | Remove bolt (1) , nut (2) and clamp (3) . |
| (2) | Disconnect the coupling nut (13) . |
| (3) | Remove two bolts (4) , washer (5) , tube (6) and gasket (7) . Discard gasket. |
| (4) | Remove bolt (8) and bracket (9) . |
| (5) | Remove two bolts (8), bracket support (10) , gasket (11) and bleed valve (12) . |
D. Removal of Right P2.5 Bleed Valve (Post-SB25095) (Ref. Fig. )
| (1) | Remove nut (1) , bolt (2) and clamp (3) . |
| (2) | Disconnect the two coupling nuts (13) . |
| (3) | Remove two bolts (4) , two washers (5) , tube (6) and gasket (7) . Discard gasket. |
| (4) | Remove two bolts (8) and two brackets (9) and (10) . |
| (5) | Remove bolt (8), gasket (11) and bleed valve (12) . |
| (1) | Remove three screws (1) securing bleed valve housing assembly (8) to bleed valve seat (2) . |
| (2) | Remove valve housing (8). |
| (3) | Remove bleed valve piston assembly from valve housing. |
| (4) | Remove sealing ring (7) from piston (4) . |
| (5) | Remove retaining ring (6) and sleeve spacer (5) from piston. |
| (6) | Remove helical spring (3) from valve seat (2). |
| (1) | Install sleeve spacer (5) into compressor bleed valve piston (4) , chamfered edge first. Secure with retaining ring (6) . |
| (2) | Install seal ring (7) into groove on bleed valve piston (4). |
| (3) | Install piston (4) into bleed valve housing (8) . |
CAUTION: MAKE SURE HELICAL SPRING IS ASSEMBLED ON THE CORRECT SIDE OF THE PISTON.
| (4) | Install helical spring (3) into groove of piston (4). |
| (5) | Install bleed valve seat (2) . Coat threads of screws (1) with anti-seize compound (PWC06-004) and secure bleed valve seat to bleed valve housing (8). Torque screws 10 to 11.5 lb.in. (1.1-1.3 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install the P2.5 bleed valve assembly (6) with gasket (7) three bolts (5) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (2) | Install tube assembly (4) with gasket (3) , two washers (2) and two bolts (1) . Torque bolts 46 to 50 lb.in. (5.0-5.5 Nm) dry. |
| (3) | Install clamp with bolt and nut (8) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
H. Installation of Right P2.5 Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install gasket (11) on bleed valve (12) . Attach bleed valve and support bracket (10) with two bolts (8) . |
| (2) | Install bracket (9) with bolt (8). Torque the three bolts (8) 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (3) | Install tube (6) and connect coupling nut (13) . Tighten the coupling nut by hand. |
| (4) | Install gasket (7) on tube (6). Install tube (6) with washer (5) and two bolts (4) . |
| (5) | Install clamp (3) with bolt (2) and nut (1) . |
| (6) | Torque bolts (4) 46 to 50 lb.in. (5.0-5.5 Nm) dry. |
| (7) | Torque coupling nut (13) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
| (8) | Torque nut (1) 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (9) | Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES). |
I. Installation of Right P2.5 Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install gasket (11) , bleed valve (12) and bolt (8) . |
| (2) | Install brackets (9) and (10) with short legs on flange with two bolts (8). |
| (3) | Torque three bolts (8) 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (4) | Install tube (6) and connect two coupling nuts (13). Tighten the coupling nuts by hand. |
| (5) | Install gasket (7) on tube (6). Install tube (6) with two washers (5) and two bolts (4) . |
| (6) | Install clamp (3) with bolt (2) and nut (1) . |
| (7) | Torque bolts (4) 46 to 50 lb.in. (5.0-5.5 Nm) dry. |
| (8) | Torque two coupling nuts (13) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
| (9) | Torque nut (1) 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (10) | Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES). |
6. P2.8 Compressor Bleed Valves
A. Access to P2.8 Bleed Valves
| (1) | Remove the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES) to allow access. |
B. Removal of Bottom P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
| (1) | Remove nuts (1) , bolts (2) and washers (3) . |
| (2) | Remove lockwire and disconnect coupling nut (13). |
| (3) | Remove bolts (5) , washers (6) and support bracket (7) . |
| (4) | Remove tube (4) and gasket (8) . |
| (5) | Remove nut (14) , bolt (15) and clamp (9) . |
| (6) | Remove tube assembly (4). |
| (7) | Remove bolts (10) , bleed valve (11) and gasket (12) . |
C. Removal of Bottom P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
| (1) | Remove bolts (1) , washers (2) , tube (8) and gasket (3) . |
| (2) | Remove lockwire and disconnect coupling nut (4). |
| (3) | Remove nut (5) , bolt (6) and clamp (7) . |
| (4) | Remove tube assembly (8) . |
| (5) | Remove bolts (10) , bracket (9) , bleed valve (11) and gasket (12) . |
D. Removal of Top P2.8 Supply Tube (Pre-SB25095) (Ref. Fig. )
| (1) | Remove bolts (1) , washers (2) and gasket (3) . |
| (2) | Remove lockwire and disconnect coupling nut (4). |
| (3) | Remove nuts (5) , |
| (4) | bolts (6) and clamps (7) and (8) . |
| (5) | Remove tube assembly (9) . |
E. Removal of Top P2.8 Supply Tube (Post-SB25095) (Ref. Fig. )
| (1) | Remove bottom P2.8 bleed valve tube assembly (Ref. Para. ). |
| (2) | Remove bolts (1) , washers (2) and gasket (3) . |
| (3) | Remove the lockwire and disconnect coupling nut (4). |
| (4) | Remove nuts (5) , bolts (6) , clamps (7) and (8) . |
| (5) | Remove tube assembly (9) . |
F. Removal of Rudder Bias and Top P2.8 Tubes (Pre-SB25095) (Ref. Fig. )
| (1) | Remove two bolts (1) , bracket (2) , tube (3) and seal (4) . |
| (2) | Remove nut (5) , bolt (6) , clamps (7) and (8) . |
| (3) | Remove lockwire and disconnect coupling nuts (9). |
| (4) | Remove two bolts (10) , two washers (11) , tube (12) and gasket (13) . |
G. Removal of Rudder Bias and Top P2.8 Tubes (Post-SB25095) (Ref. Fig. )
| (1) | Remove two bolts (1) , tube (2) and seal (3) . |
| (2) | Remove nut (4) , bolt (5) , clamps (6) and (7) . |
| (3) | Remove lockwire and disconnect coupling nut (8). |
| (4) | Remove two bolts (9) , two washers (10) , tube (11) and gasket (12) . |
H. Removal of Top P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
| (1) | Remove lockwire and disconnect coupling nut (1). |
| (2) | Remove bolts (2) , washers (3) , tube (4) and gasket (5) . |
| (3) | Remove three bolts (6) , brackets (7) and (8) , bleed valve (9) and gasket (10) . |
I. Removal of Top P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
| (1) | Remove nut (1), bolt (2) and clamp (3). |
| (2) | Remove lockwire and disconnect coupling nut (4). |
| (3) | Remove bolts (5) , washers (6) , tube (7) and gasket (8) . |
| (4) | Remove three bolts (9) , brackets (10) and (11) , bleed valve (12) and gasket (13) . |
| (1) | Remove three screws (1) securing bleed valve housing assembly (8) to bleed valve seat (2) . |
| (2) | Remove valve housing (8). |
| (3) | Remove bleed valve piston (4) from valve housing. |
| (4) | Remove ring (7) from piston (4). |
| (5) | Remove retaining ring (6) and sleeve spacer (5) from piston (4) . |
| (6) | Remove spring (3) from valve seat (2). |
| (1) | Install sleeve spacer (5) into compressor bleed valve piston (4) , chamfered edge first. Secure with retaining ring (6) . |
CAUTION: DO NOT OVER-EXTEND METAL SEAL RING (5) DURING INSTALLATION. GAP MUST BE 0.035 TO
0.065 INCH WHEN INSTALLED.
| (2) | Install seal ring (7) into groove on bleed valve piston (4). |
| (3) | Install piston (4) into bleed valve housing (8). |
CAUTION: MAKE SURE HELICAL SPRING IS ASSEMBLED ON THE CORRECT SIDE OF THE PISTON.
| (4) | Install helical spring (3) into groove of piston (4). |
| (5) | Install bleed valve seat (2) . Coat threads of screws (1) with anti-seize compound (PWC06-004) and secure bleed valve seat to bleed valve housing (8). Torque screws 10 to 11.5 lb.in. (1.1-1.3 Nm). |
L. Install Top P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install gasket (10) , bleed valve (9) and two brackets (7) and (8) with three bolts (6) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (2) | Install gasket (5) and tube (4) with washer (3) and bolt (2) . |
| (3) | Connect coupling nut (1) and torque 90 to 100 lb.in. (10-11 Nm). Safety the coupling nut with lockwire (PWC05-089). |
| (4) | Torque bolts (3) 46 to 50 lb.in. (5.0-5.5 Nm). |
M. Install Top P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install gasket (13) , bleed valve (12) and two brackets (10) and (11) , with bolts (9) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (2) | Install gasket (8) and tube (7) with washers (6) and bolts (5) . |
| (3) | Connect coupling nut (4) and tighten by hand. |
| (4) | Install clamp (3) with bolt (2) and nut (1). Torque nut 27 to 30 lb.in (3.0-3.4 Nm). |
| (5) | Torque bolts (5) 46 to 50 lb.in. (5.0-5.5 Nm). |
| (6) | Torque coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
N. Install Rudder Bias and Top P2.8 Tubes (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install seal (4) , tube (3) , bracket (2) with two bolts (1) . Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (2) | Install tube (12) and connect coupling nuts (9). Tighten the coupling nut by hand. |
| (3) | Install gasket (13) on tube (12) and attach with two washers (11) and two bolts (10) . |
| (4) | Install clamps (7) and (8) with bolt (5) and nut (6) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (5) | Torque bolts (10) 36 to 40 lb.in. (4.1-4.5 Nm). |
| (6) | Torque coupling nuts (9) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
O. Install Rudder Bias and Top P2.8 Tubes (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install seal (3) , tube (2) with two bolts (1) . Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (2) | Install tube (11) and connect coupling nut (8). Tighten the coupling nut by hand. |
| (3) | Install gasket (12) on tube (11) and attach with two washers (10) and two bolts (9) . |
| (4) | Install clamps (6) and (7) with bolt (4) and nut (5) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (5) | Torque coupling nuts (8) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
P. Install Top P2.8 Supply Tube (Pre-SB25095) (Ref. Fig. )
| (1) | Install tube (9) and connect coupling nut (4). Tighten the coupling nut by hand. |
| (2) | Install gasket (3) on tube (9) and attach with two washers (2) and bolts (1) . |
CAUTION: DO NOT LUBRICATE THREADS.
| (3) | Attach clamps (7) and (8) with bolts (6) and nuts (5) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (4) | Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
| (5) | Torque bolts (1) 36 to 40 lb.in. (4.1-4.5 Nm). |
Q. Install Top P2.8 Supply Tube (Post-SB25095) (Ref. Fig. )
| (1) | Install tube (9) and connect coupling nut (4). Tighten the coupling nut by hand. |
| (2) | Install gasket (3) on tube (9) and attach with two washers (2) and bolts (1) . |
CAUTION: DO NOT LUBRICATE THREADS.
| (3) | Attach clamps (7) and (8) with bolts (6) and nuts (5) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (4) | Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
| (5) | Torque bolts (1) 36 to 40 lb.in. (4.1-4.5 Nm). |
| (6) | Install bottom P2.8 bleed valve tube assembly (Ref. Para. ). |
R. Install Bottom P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) |
Install
gasket (12)
and
bleed valve (11)
with three
bolts (3)
. Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
NOTE: Make sure support bracket is correctly positioned behind the bleed valve and not
between the valve and the boss.
|
| (2) | Install clamp (9) , gasket (8) on tube and attach tube-coupling nut (4) fingertight. |
| (3) | Install support bracket (7) with two washers (6) and bolts (5) . Torque bolts 46 to 50 lb.in. (5.0-5.5 Nm). |
| (4) | Torque tube nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
CAUTION: DO NOT LUBRICATE THREADS.
| (5) |
Install two
washers (3)
bolts (2)
and
nuts (1)
. Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm) dry.
NOTE: Install washers under bolt heads.
|
| (6) | Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES). |
S. Install Bottom P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
| (1) | Install gasket (12) , bleed valve (11) and bracket (9) with three bolts (10) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry. |
| (2) | Install three clamps (9) on tube (8) and connect tube-coupling nut (4) fingertight. |
| (3) | Attach clamps (7) with bolts (6) and nuts (5) . |
CAUTION: DO NOT LUBRICATE THREADS.
| (4) | Install gasket (3) on tube (8) and attach with two washers (2) and bolts (1) . Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
| (5) | Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089). |
| (6) | Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES). |
8. Inspection/Check
A. Compressor Bleed Valve Housing
| (1) | Visual checks:
|
| (6) | Dimensional checks:
|
B. Compressor Bleed Valve Piston
| (1) | Visual checks:
|
| (5) | Dimensional checks:
|
C. Sleeve Spacer
| (1) | Visual checks:
|
| (3) | Dimensional checks:
|
D. Compressor Bleed Valve Seat
| (1) | Visual checks:
|
| (5) | Dimensional checks:
|
E. Visual Inspection
NOTE: 1. Disassembly or removal is not required to perform this task.
NOTE: 2. This task is to be performed during replacement of front core harness and BOV's
solenoid (Ref. 05-20-00, SCHEDULED MAINTENANCE CHECKS).
| (1) | Visually inspect all four BOV’s in situ. Check the general condition and cleanliness of the valves. |
| (2) | Make sure that all BOV’s are in fully open position. |
| (3) | Do the bleed valve operational check (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST). |
9. Adjustment/Test
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
WARNING: IF IT IS NECESSARY TO WORK AROUND BLEED VALVES WHILE TEST EQUIPMENT IS CONNECTED,
CLOSE BALL VALVE AND REMOVE INLET AND OUTLET AIR LINES FROM FLOWMETER.
A. Flowmeter Preparation
| (1) | Make sure Power Switch of flowmeter (PWC60790) is OFF and safety pin is installed. |
| (2) | Make sure air pressure valve is CLOSED. |
| (3) | Make sure flow meter adjustment is turned in, fully CW. |
| (4) | Make sure 110 VAC is not connected. |
B. Function and Leak Check of Handling BOV System
| (1) | Disconnect engine P3 supply tube from the handling, upper, BOV solenoid valve. |
| (2) | Disconnect engine wiring harness connector J30, Channel B, from bypass duct. |
| (3) | Install wiring harness connector from flowmeter on J30 receptacle on bypass duct. |
| (4) | Connect air supply tube from flowmeter to upper BOV solenoid using slave gasket, bolts and washers. Torque bolts 36 to 40 lb. in. (4.1-4.5 Nm). |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (5) | Visually check that all three bleed valves are OPEN. |
| (6) | Connect shop air to flowmeter. |
| (7) | Set pressure to 100 psi. |
| (8) | Open air pressure valve. |
| (9) | Turn flowmeter adjustment out, CCW, two turns. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (10) | Visually check that all BOVs remain OPEN. If the BOVs start to close, the solenoid is stuck open and must be replaced. |
| (11) | Connect 110 VAC to flowmeter. |
| (12) | Turn power switch ON to energize BOV solenoid. |
WARNING: WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (13) | Visually check that all 3 bleed valves CLOSE. |
| (14) | Record BOV leakage shown on flow meter.
NOTE: Read the value from the bottom of the ball on the flow meter.
|
| (15) | The maximum allowable leakage is 26.5 SCFH. |
| (16) | If leakage exceeds limit (Ref. Step ), put leak check fluid (PWC05-007) on all connecting flanges to determine source of leak. |
| (17) | If leaks are present at flanges replace gasket, re-torque bolts and repeat test. |
| (18) | If leakage still exceeds limit (Ref. Step ), check individual components (Ref. Para. and ). |
| (19) | Turn power switch OFF and visually check that all three valves OPEN under spring pressure. |
| (20) | If any valve does not open, tap it lightly with a rubber hammer. |
| (21) | If the bleed valve still does not open, replace the valve and repeat the test. |
| (22) | If it is required to work around bleed valves while test equipment is still attached
to engine, the following precautions must be taken:
|
| (25) | Reduce control pressure to zero, close the air pressure valve and turn flowmeter adjustment fully IN, CW. |
C. Function and Leak Check of Starting BOV System
| (1) | Disconnect P3 supply line to the start, lower, BOV solenoid valve. |
| (2) | Remove outer wiring harness connector J30. |
| (3) | Connect P3 solenoid line to AIR OUT of flowmeter with gasket, washers and bolts. Torque bolts 36 to 40 lb. in. |
| (4) | Connect test cable to connector J30. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (5) | Visually check that starting BOV is OPEN. |
| (6) | Adjust flowmeter to 100 psi, open air pressure valve and turn flowmeter adjustment out, CCW, two turns. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (7) | Visually check that start BOV is still OPEN. If valve starts to close, the solenoid is stuck open and must be replaced. |
| (8) | Connect 110 VAC. |
| (9) | Turn flowmeter power switch ON to energize solenoid. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (10) | Visually check that start BOV CLOSES. |
| (11) | Record BOV system leakage.
NOTE: Read the value from the bottom of the ball on the flowmeter.
|
| (12) | Max leakage is 10.9 SCFH. |
| (13) | If leakage exceeds limits (Ref. Step ) apply leak check fluid (PWC05-007) to all connecting flanges. If leaks are present at flanges replace gasket, re-torque bolts and repeat Steps thru ). |
| (14) | If leakage is still above limits (Ref. Step ) check individual components (Ref. Para and following). |
| (15) | Turn flowmeter power switch OFF. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (16) | Visually check that start BOV opens under spring action. |
| (17) | If valve does not open, tap housing lightly with rubber faced hammer. If it still does not open, the valve may be seized and must be replacing. |
| (18) | If it is required to work around bleed valves while test equipment is still attached
to engine, the following precautions must be taken:
|
| (21) | Reduce control pressure to zero, close the air pressure valve and turn flowmeter adjustment fully IN, CW. |
D. Leak Check of BOV Solenoid
| (1) | Disconnect P3 air out from the solenoid. |
| (2) | Install blanking cover with gasket. Torque bolts 36 to 40 lb. in. |
| (3) | Adjust control pressure to 100 psi, open air pressure valve and turn flowmeter out (CCW) two turns. |
| (4) | Turn power switch ON and check for leaks, max. 3 SCFH. |
| (5) | Turn power switch OFF and remove blanking cover. |
| (6) | Check for leakage, max. 3 SCFH. |
| (7) | Reduce control pressure to zero, close the air pressure valve and turn flowmeter in (CW) two turns. |
| (8) | Remove air line from the upper solenoid. |
| (9) | Remove 110 VAC from flowmeter. |
| (10) | Remove test cable from connector J30. |
| (11) | Replace solenoid if air leak limit (Ref. Step ) is exceeded. |
E. Leak Check of BOV
NOTE: There are four BOV's. The handling system has two P2.5 and one P2.8 valves. The
starting system has one P2.8 valve. It is recommended to test the leak rate of the
P2.8 valve if either the start or handling system exceeds the leak limits and the
solenoid leak test is correct.
| (1) | Disconnect the air supply to the valve to be tested. |
| (2) | Connect flowmeter AIR OUT to the BOV with gasket, washers and bolts. Torque bolts 36 to 40 lb. in. |
| (3) | Adjust flowmeter to 100 psi, open air pressure valve and turn flowmeter adjustment out, (CCW), two turns. |
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
| (4) | Visually check to see that the bleed valve CLOSES. |
| (5) | Check leakage is 7.9 SCFH. |
| (6) | Replace valve if limit is not met. |
| (7) | Reduce control pressure air pressure to zero, and check that valve CLOSES. |
| (8) | Disconnect flowmeter from BOV. |
| (9) | Repeat for remaining BOVs. |
75.30.02 BOV Solenoid Valve
BOV SOLENOID VALVE - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and addresses.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
A. Access to BOV Solenoid Valve
| (1) | Remove the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES) to allow access. |
C. Removal of P3 Tube to Lower Solenoid Valve (Pre-SB25095) (Ref. Fig. )
| (1) | Remove nut (1) bolt (2) and clamp (3) on tube (4) from bracket (5). |
| (2) | Remove bolt (2) from bracket (6) and clamp (3) on tube (4). |
D. Removal of P3 Tube to Lower Solenoid Valve (Post-SB25095) (Ref. Fig. )
| (1) | Remove nuts (1) , bolts (2) and clamps (3) . |
| (2) | Remove bolt (6) and clamp (7) . |
| (3) | Remove two bolts (8) , two washers (9) , tube (4) and gasket (10) . Discard the gasket. |
| (4) | Remove the coupling nut (5) and tube (4). |
E. Removal of P3 Solenoid Valves (Pre-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING OF ELECTRICAL
CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR LOOP CLAMPS.
CAUTION: TIGHTEN HARNESS CONNECTORS WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED
WHEN ONLY BLUE COLOR BAND IS VISIBLE.
| (1) | Disconnect P13 connector (12), P14 connector (13), P37 connector (14) and P38 connector (15). |
| (2) | Remove two nuts (1) and bolts (2) from bracket (3) . Remove solenoid valve (4) . |
| (3) | Remove one washer (5) two bolts (6) adapter (7) and gasket (8) . |
| (4) | Remove two nuts (9) bolts (10) and solenoid valve (11) . |
F. Installation of P3 Solenoid Valves (Pre-SB25297) (Ref. Fig. )
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: ENSURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED
WHEN ONLY BLUE COLOR BAND IS VISIBLE.
| (1) | Install solenoid valve (1) with two bolts (2) and nuts (3) . Torque nuts fingertight. |
| (2) | Install adapter (4) and gasket (5) with two bolts (6) and one washer (7) . Torque bolts fingertight. |
| (3) | Attach solenoid valve (8) to bracket (9) with two bolts (10) and nuts (11) . Torque nuts 27 to 30 lb. in. dry. |
| (4) | Engage master keyway and install P13 connector (12) to the fan side and P14 connector
(13) to the exhaust side on the upper compressor bleed valve solenoid. Tightly hold
the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
|
| (5) | Engage master keyway and install P37 connector (14) to the fan side and P38 connector
(15) to the exhaust side on the lower compressor bleed valve solenoid. Tightly hold
the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
|
G. Removal of P3 Solenoid Valves (Post-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING ELECTRICAL CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR LOOP CLAMPS.
| (1) |
Removal of Upper Solenoid Valve:
|
| (7) | Removal of Lower Solenoid Valve:
|
H. Installation of P3 Solenoid Valves (Post-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY WITH HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR ATTACHED LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE CORRECTLY
TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE.
| (1) | Installation of Upper Solenoid Valve:
|
| (7) | Installation of Lower Solenoid Valve:
|
I. Installation of P3 Tube to Lower Solenoid Valve (Pre-SB25095) (Ref. Fig. )
| (1) | Install tube (4) on bracket (6) with clamp (3) and bolt (2). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Install clamp (3) on tube (4) and attach to bracket (5) with bolt (2) and nut (1) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
J. Installation of P3 Tube to Lower Solenoid Valve (Post-SB25095) (Ref. Fig. )
| (1) | Install tube (4) with gasket (10) , two washers (9) and two bolts (8) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Install the tube coupling nut (5) and torque the nut 90 to 100 lb.in. (10-11 Nm). |
CAUTION: DO NOT LUBRICATE THE THREADS.
| (3) | Install clamp (7) and bolt (6) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry. |
CAUTION: DO NOT LUBRICATE THE THREADS.
| (4) | Install clamps (3) with nuts (1) and bolts (2) on tube (4). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
| (1) | Install tube (1) to P3 solenoid adapter (2) , attach clamp (3) with bolt (4) and nut (5) . Torque fingertight. |
| (2) | Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES). |
75.30.03 P3 Tubes
P3 TUBES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after dis-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PW58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. P3 Tubes and Transducer
| (1) | Disconnect the P39 harness connector from P3 transducer (2) . Check connector for moisture. If present dry with suitable heat gun. |
| (2) | Disconnect the coupling nut of the P3 air tube assembly (3) from P3 transducer (2). |
| (3) | Remove two bolts (9) and P3 transducer (2). |
| (4) | Disconnect the coupling nut and remove P3 air pressure tube (3). |
| (5) | Remove cap assembly (4) . |
| (6) | Remove two bolts (6) and (8) . |
| (7) | Disconnect the coupling nut and remove P3 tube assembly (1) . |
| (8) | Remove two loop clamps (5) and (7) . |
| (1) | Install P3 air pressure transducer (2) on bypass duct. Attach with two bolts (9) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (2) | Install P3 tube (1) on the outer bypass duct. Tighten coupling nut hand tight. |
| (3) | Install P3 air tube assembly (3) between transducer (2) and tube assembly (1). Tighten coupling nuts hand tight. |
| (4) | Install loop clamps (5) and (7) on tube assembly (1). Attach with bolts (6) and (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Torque the coupling nuts of tube assemblies (1) and (3) 270 to 300 lb.in. (30.5-34.0 Nm) and lockwire with (PWC05-089). |
| (6) | Install cap assembly (4) on P3 tube (1). Torque cap 270 to 300 lb.in. (30.5-34.0 Nm) and lockwire with (PWC05-089). |
CAUTION: RED COLOR BAND ON CONNECTOR MUST NOT BE VISIBLE AFTER TORQUING.
| (7) |
Install harness connector P39 on transducer (2). Tighten the connector using one of
the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
75.30.04 VIGV Actuator
VIGV ACTUATOR - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC43312 | Rigging Pin |
| PW58104 | Wrench Assembly Connector |
| PWC60802 | Rigging Tool |
| PWC90025 | Crimper |
| PWC90026 | Test Block |
| PWC90012 | Soft Jawed pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Linear Stator Vane Actuator
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove the access cowling and apron (Ref. Aircraft Maintenance Manual). |
| (3) | Remove the right and left forward, upper, outer, bypass ducts (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES). |
| (4) | Remove the upper left and right, inner, bypass duct segments (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES). |
| (5) | Remove lockwire from nuts (3) , (19) , (7) and (14) and internally threaded rods (22) and (6) . |
CAUTION: NUT (19) IS LEFT HAND THREAD.
| (6) | While holding rod (6), loosen nuts (3 and 19). |
CAUTION: NUT (7) IS LEFT HAND THREAD.
| (7) | While holding rod (22), loosen nuts ( 7 and 14). |
| (8) | Move actuator shaft (5) to the closed position. |
| (9) | Remove cotter pin (9) , nut (8) and bolt (12) . |
CAUTION: DO NOT ATTEMPT TO REMOVE THE OTHER THREE BOLTS FROM MASTER LEVER (23). THESE BOLTS
HAVE A TIGHT FIT AND SHOULD BE REMOVED IN A SHOP, IF REQUIRED.
| (10) | Remove cotter pin (2) , nut (1) . |
| (11) | Remove bolt (34) securing the actuator rod to the master lever. |
CAUTION: EXTREME CARE MUST BE TAKEN NOT BEND OR CAUSE ANY UNDUE STRESS TO TUBE ASSEMBLY DURING
REMOVAL OF ACTUATOR
| (12) | Remove two bolts (29) attaching fuel tube assembly (28) to actuator manifold. Loosen or remove bolts along the length of tube assembly (28) as necessary to ease retraction. |
| (13) | Remove threaded rods (6 and 22). Remove master lever (18) . |
| (14) | Disconnect the P24 and P25 connectors (25 and 26). Remove four clamps/brackets securing actuator harness. Make note of the orientation and locations of the clamps and brackets. |
| (15) | Remove actuator harness connector attaching nuts (35, 36). Remove connector (30) and (31). |
| (16) | Remove four bolts (24) securing actuator to mounting bracket (11). Remove actuator (23) . |
| (17) | Remove and discard preformed packings (32, 33). |
| (18) | Install protective covers on all tube and actuator openings. |
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Install nut (3) on rod-end (4) . |
CAUTION: NUT (7) IS LEFT HAND THREAD.
| (3) | Install nut (7) on rod-end (10) . |
CAUTION: TITANIUM PARTS, WEAR CLEAN LINT FREE GLOVES AND HANDLE WITH CARE.
| (4) | Move IGV (16) and first-stage vane rings (15) to the closed position. |
| (5) | Lubricate and install two new preformed packings (32) and one new preformed packing (33) on actuator (23) using engine oil (PWC03-001). |
| (6) | Position actuator (23) on bracket (11) engaging tube assembly (28). Attach actuator with four bolts (24) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (7) | Attach tube assembly (28) to actuator (23) with bolts (29). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
CAUTION: NUT (19) IS LEFT HAND THREAD.
| (8) | Install nut (19) on rod-end (20). |
| (9) | Install nut (14) on rod-end (17). |
| (10) | Position master lever assembly (18) in gas generator case (21) . |
| (11) | Connect yoke (13) to bracket (11) with bolt (12) and nut (8) . Torque nut 90 to 100 lb. in. (10.1-11.3 Nm). Install cotter pin (9) . |
| (12) | Move actuator rod (5) toward the open position until holes of rod (5) and master lever (18) are aligned, and install bolt (34) and nut (1) . Torque nut 90 to 100 lb. in. (10.1-11.3 Nm) and install cotter pin (2) . |
CAUTION: START TURNING BOTH THREADED RODS ON SIMULTANEOUSLY.
| (13) | Install threaded rod (22) on rod ends (4) and (20) and threaded rod (6) on rod ends (10) and (17) . |
| (14) | Adjust threaded rods (22 and 6) simultaneously until the results are as follows:
|
| (17) | Replace or torque any clamps or bolts affected during removal of tube actuator. |
CAUTION: MAKE SURE THE WIRING HARNESS DOES NOT MAKE CONTACT WITH ANY STATIC OR MOVING COMPONENTS.
ADJUST HARNESS IN THE FOUR CLAMPS AND BRACKETS AS NECESSARY AND MAKE SURE THE HARNESS
DOES NOT INTERFERE WITH THE IGV LINK BRACKET WHEN IN FULL CLOSE POSITION.
| (18) | Position actuator harness in the same location as noted at disassembly. Install actuator wiring harness (1) with four clamps (2) and bracket (3) (Ref. Fig. ). |
| (19) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
| (20) | Attach connectors (30 and 31) to bracket (27) with nuts (35 and 36). Torque nut 45 to 50 lb. in. (5.08-5.65 Nm.) and install lockwire (PWC05-089). |
CAUTION: MAKE SURE THAT AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE THAT ALL CONNECTOR PLUGS ARE CLEAN AND DRY. DRY USING A HEAT GUN IF NECESSARY.
| (21) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
| (22) | Engage master keyway and install P24 connector (26) and P25 connector (25) on stator vane actuator. |
CAUTION: TIGHTEN HARNESS CONNECTORS WITH APPROVED TOOL ONLY.
| (23) |
Tighten the connectors (25 and 26) using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (26) | Measure the clearance between actuator wiring harness and secondary air tube. The
clearance should be 0.125 in. (3.18 mm) minimum.
NOTE: Actuator wiring harness clamps can be adjusted to get clearance.
|
| (27) | Rig actuator (Ref Subpara. following). |
| (1) | Move actuator rings (15 and 16) toward the open position until rigging pins (PWC43312) can be inserted through VIGV ring (16) and first-stage compressor vane (15) into the slot in the left side HP compressor case. |
CAUTION: MAKE SURE RIGGING PINS STAY IN PLACE DURING ADJUSTMENT.
CAUTION: MAKE SURE THE CORRECT RIGGING TOOL IS USED.
| (2) | Adjust threaded rods (22 and 6) simultaneously until rigging tool (PWC60802) can be installed through rod (5) and housing (23). |
CAUTION: MAKE SURE THE CORRECT RIGGING TOOL IS USED.
| (3) | Adjust threaded rods (6 and 22) until rigging pin (PWC43312) and tool (PWC60802) can be easily inserted and removed simultaneously. |
| (4) | Check that rods are in safety by trying to pass a 0.050 to 0.055 inch (1.2-1.4 mm) diameter wire through each witness hole of each threaded rod. Wire must not pass through. |
| (5) | Turn rod-ends until the bearing housings are parallel in the attaching brackets. |
CAUTION: NUT (19) IS LEFT HAND THREAD.
| (6) | Hold threaded rod and tighten locknuts (3 and 19) 90 to 100 lb.in. (10-11.3 Nm). |
| (7) | Install safety cable on locknuts (3 and 19) and turnbuckle (22) with crimper (PWC90025) and test block (PWC90026) (Ref. Chapter 70-00-00, MAINTENANCE PRACTICES).
NOTE: If possible, set safety cable short ferrule at turnbuckle hole (22).
|
CAUTION: NUT (7) IS LEFT HAND THREAD.
| (8) | Hold threaded rod and tighten locknuts (7) and (14) 90 to 100 lb.in. (10-11.3 Nm). |
| (9) | Install safety cable on locknuts (7 and 14) and turnbuckle (6) with crimper (PWC90025) and test block (PWC90026) (Ref. Chapter 70-00-00, MAINTENANCE PRACTICES).
NOTE: If possible, set safety cable short ferrule at turnbuckle hole (6).
|
| (10) | Make sure that safety cable ferrules does not touch actuator bracket by moving actuator ring drive system to fully close and fully open position. |
| (11) | Remove rigging tool (PWC60802) and pins (PWC43312). |
| (12) | Restore electrical power and reset EEC circuit breaker to ON. |
| (13) | Select maintenance test discrete to OFF. |
| (14) | Install the upper left and right, inner, bypass duct segments (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES). |
| (15) | Install the right and left forward, upper, outer, bypass ducts (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES). |
| (16) | Install the access cowling and apron (Ref. Aircraft Maintenance Manual). |
| (17) | Refer to Chapter 71-00-00, POWER PLANT - ADJUSTMENT/TEST for checks following installation of IGV actuator. |
77
77.00 Engine Indicating
77.00.00 Engine Indicating
ENGINE INDICATING - DESCRIPTION AND OPERATION
The engine indicating system consists of two pressure/temperature (P1/T1) probes,
the T4.5 wiring harness, the N1/N2 speed sensors and the vibration sensor on the intermediate
case.
The engine diagnostic system is an integrated diagnostic unit (engine installed EDU)
and on-board computer interface system that provides continous recording of engine
performance parameters and other engine related data.
The speed sensors consist of three magnetic inductance probes, which transmit N1 and
N2 speeds in the form of analog electrical signals, via the outer wiring harness to
the airframe and the EEC.
The N2 speed sensors consist of two probes, located on the right side of the accessory
gearbox. Rotation of a spur gear on the alternator gearshaft in the AGB induces a
pulsating voltage in each of the three coils in each N2 sensor. The frequency of
this EMF is a function of HP rotor rotational speed and can thus be interpreted by
the EEC and airframe avionics as RPM.
The N1 speed sensors are located behind the No. 4 bearing, in the exhaust case, and
operate on the same principle as the N2 sensors. A phonic wheel mounted behind the
No. 4 bearing on the LP shaft, induces a voltage in the N1 sensors.
The T4.5 system consists of two thermocouple half-harnesses, each having four mineral-insulated,
alumel/chromel thermocouples, connected in parallel and joined at a sealed intermediate
junction box. The eight thermocouples are mounted externally on the LP turbine case,
behind Flange E and protrude into the gas path behind the second-stage HP turbine
at station 4.5. A flexible lead from each intermediate junction box joins at the
N1/T4.5 terminal box. The alumel and chromel terminal posts in the N1/T4.5 terminal
box provide the connection point for the rear core wiring harness. To prevent inadvertent
cross-connection, the lugs and terminal bolts are of different diameters, alumel
being larger in diameter and slightly magnetic (negative polarity).
An externally mounted “classed” trim plug, located on the EEC, provides trim compensation
to the T4.5 signal, to ensure a correct T4.5 to T4.0 relationship. The trim plug
resistance value is determined during final engine acceptance checks and is recorded
on the engine data plate. The trim plug may only be replaced in the field by an
identically adjusted and sealed unit.
The P1/T1 system consists of two probes which protrude into the engine inlet air stream,
immediately in front of the fan case. The sensors supply each channel; A and B of
the EEC, with a dedicated T1 signal, while a single probe provides P1 input to the
transducer block of the EEC. Both probes are identical in construction, but the
P1 output on one probe is redundant and therefore blanked. Both probes are electrically
anti-iced via the airframe DC bus when engine anti-icing is selected.
The engine diagnostic is interfaced into the aircraft Maintenance Diagnostic Computer
(MDC) system and can be accessed through the maintenance mode on the Multi-Function
Display (MFD) and selecting Propulsion System Diagnostics on the maintenance menu.
The EDS system consists of the engine mounted EEC, EDU and cockpit mounted avionics
devices such as a Data Base Unit (DBU), a Display Control Panel (DCP) and a Multi-Function
Display (MFD) on the pilot and co-pilot intrument panels. Associated equipment consists
of the aircraft interface wiring harness (UART and a test connector) and a cockpit
Pilot Manual Request switch (two push button switches). The system is powered by an
engine driven PMA, or the aircraft 28 VDC power bus, for back up. The EEC's from
each engine supply data from 2 channels to the EDU via RS422 UART.
The system records and displays engine operational data and EEC generated fault codes.
The system serves as an on-board diagnostic computer and permits data transfer to
a ground based computer via a 3.5 inch diskette. The data is monitored, analyzed
and stored in the EDS memory under specific files (exceedance, trends, faults). In
summary the system primary functions are:
| • | Assist in engine fault isolation by recording exceedances, events, fault codes by displaying real time engine parameters and status words. |
| • | Assist in Engine Condition Trend Monitoring (ECTM) with snap shot recording. |
| • | Assist in flight and total time counting by recording engine/aircraft flight cycle and total time. |
EDS interface components are as follows:
| • | Data Base Unit (DBU): Used to download diagnostic data to a 3.5 inch floppy disk. |
| • | Display Control Panel (DCP): Provides keys for controlling the Multi Function Display. |
| • | Multi-Function Display (MFD): Used for displaying the EDS data when in maintenance mode. |
| • | Aircraft Maintenance Switch (in cockpit): The switch is located on the right side of the pedestal (co-pilot side). The switch when actuated to ON position will re-configure the MFD to display maintenance mode menus and activate the EDS system display. |
| • | Pilot Manual Request Buttons: The two buttons (one each for left hand and right hand engines) are also located on the right side of the pedestal (co-pilot side). The request buttons will allow the pilot or technician to record engine parameters into the EDS memory in case of abnormal engine operation (fluctuation, abnormal loss of power, sudden ITT split, etc.). This information can be later extracted by the technician for assistance in fault isolation. |
77.10 Power
77.10.01 Speed Sensors
SPEED SENSORS - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers anad suppliers addresses.
| Item No. | Name |
|---|---|
| PWC06-009 | Compound, Antiseize |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PW58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
| Glenair TG70 Wrench Assembly Connector |
5. Removal/Installation
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING CONNECTORS.
A. N1 Speed Sensor Removal
| (1) | Channel A and Channel B Removal (Ref. Fig. ):
|
B. N1 Speed Sensor Installation
CAUTION: DO NOT PULL, TWIST OR SHARPLY BEND INDIVIDUAL WIRE CONNECTOR LEADS.
CAUTION: DO NOT ATTACH LOCKWIRE TO THE WIRE CONNECTOR LEADS OR APPLY TAPE AROUND BUNDLED
CONNECTOR LEADS, TO PREVENT DAMAGE TO THE LEADS.
| (1) | Channel A and Channel B Installation (Ref. Fig. ):
CAUTION: BEFORE APPLYING THE TORQUE TO THE BOLTS, MAKE SURE THE N1 SPEED SENSOR CABLE ROUTING
THROUGH THE EXHAUST CASE AND GUIDE TUBE IS CORRECT.
|
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Drain oil from accessory gearbox (2) (Ref. 72-00-00, SERVICING). |
| (3) | Disconnect outer wiring harness connector P9 (7). |
| (4) | Remove two bolts (6) and washers (5) . |
| (5) | Remove speed sensor (4) and discard preformed packing (3) . |
| (1) | Install new preformed packing (3) on speed sensor (4). |
| (2) | Insert speed sensor (4) into boss in accessory gearbox (2) with two bolts (6) and washers (5) . Tighten bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (3) | Apply electrical contact enhancer to connectors (Ref. Chapter 70-00-00, CLEANING). |
CAUTION: TIGHTEN CONNECTORS USE WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED
WHEN ONLY THE BLUE COLOR BAND IS VISIBLE.
| (4) |
Connect outer wiring harness connector P9 (7) to N2 speed sensor (4). Tighten the
connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (7) | Install accessory gearbox drain plug (Ref. Chapter 72-00-00, SERVICING), and service as required. |
| (8) | Restore electrical power to appropriate system and reset EEC circuit breaker ON. |
| (9) | Select maintenance test discrete OFF. |
| (10) | Pull EEC circuit breaker to OFF. |
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Drain oil from accessory gearbox (2) (Ref. 72-00-00, SERVICING). |
| (3) | Disconnect outer wiring harness connector P10 (8). |
| (4) | Remove two bolts (9) washer (10) loop clamp (13) . |
| (5) | Remove speed sensor (11) and discard preformed packing (12) . |
| (1) | Install new preformed packing (12) on speed sensor (11) . |
| (2) | Insert speed sensor (11) into boss in accessory gearbox (2) and secure with two bolts (9) washer (10) and loop clamp (13) . Tighten and torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (3) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY
TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (4) |
Connect external wiring harness connector P10 (8) to N2 speed sensor (11). Tighten
the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (7) | Install accessory gearbox drain plug(Ref. 72-00-00, SERVICING), and service as required. |
| (8) | Restore electrical power to appropriate system and reset EEC circuit breaker ON. |
| (9) | Select maintenance test discrete OFF. |
| (10) | Pull EEC circuit breaker to OFF. |
77.20 Temperature
77.20.01 T4.5 Thermocouples
T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Name | Remarks |
|---|---|
| Barfield Test Set | Model TT-1000A |
5. N1/T45 Terminal Box
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING RECEPTACLES AND PLUGS.
CAUTION: ENSURE PLUGS AND RECEPTACLES ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT
GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING SELF-LOCKING
LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY
TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (1) | Remove four self-locking nuts (12) and terminal box cover (13). |
| (2) | Remove self-locking nuts alumel (21), chromel (20) and remove T4.5 wire connectors (7, 14 and 25) from terminal block (23). |
| (3) | Remove lockwire and unscrew "T4.5 OUT" harness connector (15) from terminal box (19) . |
| (4) | Remove lockwire and unscrew "T4.5 IN" harness connectors (1) and (16) from terminal box (19). |
| (5) | Remove 12 self-locking nuts (22) from bus-bars (24) and remove wire connections. |
| (6) | Remove lockwire and unscrew "N1 OUT" harness connectors (17 and 18) from terminal box (19). |
| (7) | Remove self-locking nut (8), bolt (11) and bracket (9) from terminal box (19). |
| (8) | Withdraw "N1 IN" cables (2 and 3) from terminal box (19). |
| (9) | Remove three self-locking nuts (6) , three bolts (10) and remove terminal box from support (5). |
| (10) | Remove three bolts (4) and terminal box support (5) from Flange E. |
| (1) | Secure terminal box support (5) on Flange E with three bolts (4). Torque 85 to 95 lb.in. (9.5-11.0 Nm). |
| (2) | Install terminal box (19) on terminal support (5) with three self-locking nuts (6) and bolts (10) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (3) | Insert "N1 OUT CH. B" harness (18) into terminal box (19). Torque harness coupling nut 45 to 55 lb.in. (5.0-5.5 Nm). |
| (4) | Insert "N1 OUT CH. A" harness (17) into terminal box (19). Torque harness coupling nut 45 to 55 lb.in. (5.0-5.5 Nm). |
| (5) | Lockwire (PWC05-089) coupling nuts on harness (17 and 18). |
| (6) | Install N1 wire connections on bus bar (24). Refer to View A for color coding. |
CAUTION: MAKE SURE THAT N1 SPEED PROBES FERRULE ARE INSERTED INTO THE TERMINAL BOX TO PREVENT
THE WIRE FROM CHAFING ON THE SIDE OF THE TERMINAL BOX. MAKE SURE THE TERMINAL BOX
BRACKET (1) HOLDS THE N1 SPEED PROBE BY THE AREA A (REF. FIG. ).
| (7) | Insert N1 cables (2 and 3) into terminal box (19) and secure with bracket (9) and self-locking nut (8). Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (8) | Install wire connections on bus-bar (24). Refer to View A for color coding. Torque post nuts (22) 3.5 to 4 lb.in. (0.3 - 0.4 Nm). |
| (9) | Install "T4.5 IN" cables (1, 16) to terminal box (19). Torque coupling nuts 15 to 25 lb.in. (1.6-2.8 Nm) and lockwire (PWC05-089). |
| (10) | Install "T4.5 OUT" cable (15) in terminal box (19). Torque 15 to 25 lb.in. (1.6-2.8 Nm). |
| (11) | Install T4.5 wire connections (7, 14 and 25) on terminal block (23) with self-locking nuts; chromel (20) and alumel (21). Refer to View A for correct installation. |
| (12) | Install large alumel nut (21) and torque 24 to 40 lb. in. (2.8-4.6 Nm). |
| (13) | Install small chromel nut (20) and torque 15 to 20 lb.in. (1.6-2.8 Nm). |
| (14) | Lockwire (PWC05-089) coupling nuts (15 and 16). |
| (15) | Secure terminal box cover (13) with four self-locking nuts (12). Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
6. N1 Speed Probes Terminal Strip Replacement
| (1) | Remove four self-locking nuts (1) and terminal box cover (2) . |
| (2) | Remove the nuts (6) and disconnect N1 speed probes wire connection from the terminal strip (5) . |
| (3) | Remove nuts (3) and spacers (4). |
| (4) | Remove and discard the terminal strip (5). |
| (1) | Install new terminal strip(s) (5) |
| (2) | Install spacers (4). |
| (3) | Install self-locking nuts (3). |
| (4) | Torque nuts (3) to 32 to 36 lb.in. (3.6-4.0 Nm). |
| (5) | Install N1 speed probes wire connection to the terminal strip (5), refer to figure for color coding. |
| (6) | Install the nuts (6). Torque nuts 3.5 to 4 lb.in. (0.3-0.4 Nm). |
| (7) | Attach terminal box cover (2) with four self-locking nuts (1). Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
7. T4.5 Thermocouple Wiring Harness
| (1) | Select maintenance test discrete ON before wiring harness removal (Ref. Aircraft Maintenance Manual). |
| (2) | Disconnect the electrical power to appropriate system and pull EEC circuit breaker to the OFF position. |
| (3) | Disconnect T4.5 wiring harness from N1/T4.5 terminal box (Ref. Para. ). |
| (4) | Remove four nuts (4) , bolts (3) and loop clamp (5) . |
| (5) | Remove bolts (6) on bracket (10) and retain bracket (13). |
| (6) | Remove two bolts (6) and bracket (14). |
| (7) | Remove 16 bolts (8) securing T4.5 probes in LP turbine case. |
| (8) | Carefully remove two wiring harnesses (1) from engine. Discard eight ring-seals (12) and gasket (11) . |
| (1) | Apply a light coat of anti-seize compound (PWC06-009) to eight new ring-seals (12) and install on T4.5 probes (9). |
CAUTION: ENSURE RING-SEALS (12) AND GASKET (11) ARE NOT DAMAGED DURING INSTALLATION.
| (2) | Install eight new gasket (11) on T4.5 probes and carefully insert probes into their respective bosses on LP turbine case. |
| (3) | Apply a light coat of anti-seize compound (PWC06-009) to 16 bolts (8) and secure T4.5 probes to LP turbine case. Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
| (4) | Secure bracket (10), part of lower wiring harness together with bracket (15) at the 8 o'clock position using two bolts (6). Torque bolts 85 to 95 lb.in. (9.5-11 Nm). |
| (5) | Secure other bracket (10), part of upper wiring harness with bracket (13) at the 2 o'clock position, and using bolts (6). Torque bolts 85 to 95 lb.in. (9.5-11 Nm). |
| (6) | Install two bolts (6) and bracket (14). Torque bolts 85 to 95 lb.in. (9.5-11 Nm) |
| (7) | Install four loop clamp (5) bolts (3) and self-locking nuts (4) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Connect T4.5 wiring harnesses (1) to N1/T4.5 terminal box (2) (Ref. Para. ). |
| (9) | Restore electrical power to appropriate system and reset EEC circuit breaker ON. |
| (10) | Select maintenance test discrete OFF after wiring harness installation and before engine operations (Ref. Aircraft Maintenance Manual). |
| (11) | Refer to Chapter 71-00-00 for checks following installation of T4.5 thermocouple wiring harness. |
8. T4.5 Terminal Block
| (1) | Remove chromel and alumel nuts (20 and 21). |
| (2) | Remove T4.5 IN and OUT wires from terminal block (23). |
| (3) | Remove bolts, nuts, and terminal block (23) from terminal box (19). |
| (1) | Install terminal block (23) inside terminal box (19) with bolts, bolt heads outside box, and nuts. |
| (2) | Torque nuts 32 to 36 lb. in. |
| (3) | Fit T4.5 IN and OUT wires on terminal block (23). Refer to View A for correct location. |
| (4) | Install large alumel nut (21) and torque 24 to 40 lb. in. (2.8-4.6 Nm). |
| (5) | Install small chromel nut (20) and torque 15 to 20 lb.in. (1.6-2.8 Nm). |
| (6) | Check function of T4.5 system (Ref. Para. ). |
9. Inspection/Check
A. Procedure
| (1) | Information transferred to ADJUSTMENT/TEST. |
| (2) | Inspect wiring as follows:
|
| (6) | Inspect metal tubing as follows:
|
| (10) | Check connector threads for damage. Chase threads using a 0.500-20UNJF 3A die. |
| (11) | Inspect thermocouple probes as follows (Ref. Fig. ):
|
10. Adjustment/Test
NOTE: Thermocouples are connected in parallel and damaged thermocouples have a very small
effect on the total system resistance value. To troubleshoot the ITT system each component,
external wiring harness, rear core harness and two, upper and lower ITT/T4.5 thermocouple
harnesses must be tested individually per checks 2, 3 and 4 (Ref. Paras. , and ).
NOTE: 1. Irrespective of the results of ITT/T4.5 System functional Check, test upper and
lower T4.5 thermocouple harnesses per check 4 (Ref. Para. )
NOTE: 2. Make sure the full ITT/T4.5 system is disconnected from the EEC. If check 1 values
are not within the limits specified, do check 2, 3 and 4 (Ref. Paras. , and ) to isolate faulty component.
| (1) | Do the continuity resistance check as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
|
| (6) | Do the insulation resistance check as follows:
|
| (1) | Do the continuity resistance check of the external wiring harness as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
|
| (8) | Do the insulation resistance check as follows:
|
| (1) | Do the continuity resistance check of the rear core harness assembly as follows:
|
| (7) | Do the insulation resistance check of the rear core harness assembly as follows:
|
| (1) | Do the continuity resistance check of upper and lower T4.5 thermocouple harnesses
as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
|
| (10) | Examine the insulation resistance of the upper and lower T4.5 thermocouple harness
and terminal block:
|
NOTE: 1. This check cannot be done with the engine installed on the aircraft. It is intended
to confirm the results of check 4 (Ref. Para. ). The test should be done with the T4.5 thermocouple harnesses removed from the engine
or the LP module assembly removed from the engine.
NOTE: 2. Examine multi-tester or ohmmeter calibration before you do the resistance check.
| (1) | Disconnect the terminals (7, 14 and 25) (Ref. Para. ). |
| (2) | Remove the upper and/or lower T4.5 thermocouple harness from the engine (Ref. Para. ). |
| (3) | Connect the tester leads to upper T4.5 thermocouple harness terminals (7) (Ref. Fig. ). |
CAUTION: DO NOT HEAT THE THERMOCOUPLE MORE THAN 538°C (1000°F).
| (4) | Heat each thermocouple tip one after the other and make sure that there is a voltage reading indication is in the same direction for each thermocouple. |
| (5) | Do step thru step again to test the lower T4.5 thermocouple harness terminals (14) (Ref. Fig. ). |
| (6) | If the insulation resistance check fails and the engine was not operating just before this check, bake the thermocouple assembly at 93°C (200°F) to dry out possible moisture and do the check 4 again (Ref. Para. ). |
| (7) | Replace the thermocouple assembly if any of the four thermocouples does not react properly to heat, or insulation resistance check is not within the specified limits. |
| (8) | Install the T4.5 thermocouple harnesses again on the engine (Ref. Para. ). |
| (9) | Connect the thermocouple terminals again (Ref. Para. ). |
77.20.02 P1/T1 Sensors
P1/T1 SENSORS - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC58104 | Wrench Assembly Connector |
| PWC90012 | Soft Jawed Pliers |
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name |
|---|
| Glenair TG69 Soft Jawed Pliers |
5. P1/T1 Sensors
| (1) | Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual). |
| (2) | Remove electrical connectors P22 (10) and P23 (4) from sensors (9) and (8). |
| (3) | Remove lockwire and disconnect coupling nut (5) on P1 tube (6) from sensor (8). |
| (4) | Remove two bolts (12), washers (11), nuts (7) and P1/T1 sensors (8, 9) from shipping brackets (13), or remove P1/T1 sensors from engine inlet cowl (Ref. AMM) as applicable. |
| (5) | If sensor (9) is being replaced, remove cap (3) . |
| (6) | If applicable, remove four bolts (14), nuts (1), washers (2) and shipping brackets (13). |
| (7) | Place protective covers on electrical connectors and tube ends. |
| (1) | If applicable, install two shipping brackets (13) with two bolts (14), washers (2) and nuts (1). Torque nuts 27 to 30 lb.in. (3.0-3.3 Nm). |
| (2) | Install cap (3) on sensor (9) . Torque cap 70 to 80 lb.in. (7.9-9.0 Nm) and secure with lockwire (PWC05-089). |
| (3) | Install P1/T1 sensors (8, 9) with two washers (11), bolts (12) and nuts (7), on shipping brackets (13) or engine inlet cowl (Ref. AMM) as applicable. |
| (4) | Torque nuts (7) 36 to 40 lb.in. (4.0-4.6 Nm) at each location. |
| (5) | Apply anti-seize compound (PWC06-009) to coupling nut (5). |
| (6) | Torque coupling nut (5) 50 to 60 lb.in. (5.6- 6.7 Nm) and secure with lockwire (PWC05-089). |
| (7) | Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING). |
CAUTION: TIGHTEN CONNECTORS WITH APPROVED TOOL(S) ONLY.
| (8) |
Attach connectors (10, 4) to P1/T1 sensors (9, 8). Tighten each connector by hand
until witness band on the mating receptacle is covered. Tighten the connector using
one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (11) | Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual). |
6. P1 Air Pressure Tube
| (1) | Remove lockwire and disconnect coupling nut (16) from sensor (19) . |
| (2) | Remove lockwire and disconnect coupling nut (10) from tube (11) . |
| (3) | If applicable, remove bolt (3), loop clamp (4) and nut (5) from shipping bracket (2). |
| (4) | If applicable, remove bolt (12), loop clamp (13) and nut (7) from shipping bracket (9) and remove air tube (6). |
| (5) | If applicable, remove shipping brackets as follows:
|
| (1) | If applicable, install shipping brackets as follows:
|
| (4) | Apply anti-seize compound (PWC06-009) to coupling nuts (10, 16). |
| (5) | Install air tube (6) to sensor (19) and tube (11) . Tighten coupling nuts (10, 16) fingertight. |
| (6) | Install loop clamp (4) on tube (6) and secure to shipping bracket (2) if applicable, with bolt (3) and nut (5), or inlet cowl (Ref. AMM) as applicable. Torque nuts (5) 27 to 30 lb.in. (3.0-3.3 Nm). |
| (7) | Install loop clamp (13) on tube (6) and secure to shipping bracket (9) if applicable, with bolt (12) and nut (7), or inlet cowl (Ref. AMM) as applicable. Torque nuts (5) 27 to 30 lb.in. (3.0-3.3 Nm). |
| (8) | Torque tube coupling nuts (10, 16) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089). |
7. P1 Air Pressure Tube to EEC
| (1) | Remove lockwire and disconnect coupling nut (2) from tube (11) . |
| (2) | Remove lockwire and disconnect coupling nut (7) from EEC fitting (15). |
| (3) | Remove bolts (9) , (10) nut (14) , loop clamp (13) and bracket (8) from tube (11). |
| (4) | Remove bolt (3) nut (16) , loop clamp (4) . |
| (5) | Remove bolt (6) and bracket (5) from EEC. |
| (6) | Remove lockwire and remove cap (12) . |
| (1) | Install cap (12) on tube (11) . Torque cap 90 to 100 lb.in. (10.1-11.2 Nm) and secure with lockwire (PWC05-089). |
| (2) | Apply anti-seize compound (PWC06-009) to coupling nut (2). |
| (3) | Install air tube (11) to coupling nut (2) of P1 air tube (1) and EEC fitting (15). Tighten coupling nuts (2, 7) fingertight. |
| (4) | Torque coupling nut (2) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089). |
| (5) | Torque coupling nut (7) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089). |
| (6) | Install bolt (10) and bracket (8) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (7) | Install bolt (9) , loop clamp (13) and nut (14) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (8) | Install bolt (6) and bracket (5) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm). |
| (9) | Install bolt (3) , loop clamp (4) and nut (16) . Torque 27 to 30 lb.in. (3.0-3.3 Nm). |
77.40 Integrated Engine Instrument Systems
77.40.01 Engine Diagnostic Unit (EDU)
ENGINE DIAGNOSTIC UNIT (EDU) - MAINTENANCE PRACTICES
1. General
A. Use engine oil to lubricate preformed packings, threads and mating surfaces, unless
otherwise stated.
CAUTION: THE EDU CAN BE DAMAGED BY ELECTROSTATIC DISCHARGE.
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL
PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION
OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
Not Applicable
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name | Application |
|---|---|---|
| PWC58104 | Wrench Assembly Connector |
|
| PWC61969 | Cable, GBS Download | (See NOTE 1 and NOTE 2) |
| PWC90012 | Soft Jawed Pliers |
|
| PWC90191 | Adapter, USB to RS 232 | (See NOTE 1 and NOTE 2) |
|
NOTE: 1. Ref. INTRODUCTION for more details.
|
||
|
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately
through all tooling suppliers.
|
||
4. Fixtures, Equipment and Supplier
Tools
The fixtures, equipment and supplier tools listed below are used in the following
procedures.
| Name | Remarks |
|---|---|
| 3072681, DPHM Kit | (See NOTE) |
| Glenair TG69 Soft Jawed Pliers |
|
| Glenair TG70 Wrench Assembly Connector |
NOTE: Ref. INTRODUCTION for more details.
5. EDS Operating Procedures
NOTE: 1. Cockpit mounted maintenance switches must be ON to access the Maintenance Mode
on the Multi-Function Display (MFD), then the pilot's Display Control Panel (DCP)
can select and control Maintenance Mode on the left MFD or the copilot's DCP can control
the MFD on the right hand side . If Maintenance Mode is selected on both pilot's and
co=pilot's DCPs, only the pilot's DCP is in control and both MFD screens will display
the same information (Ref. AMM).
NOTE: 2. If a Data Transmission Unit (DTU) is installed, it is necessary to pull the DTU's
circuit breaker to access the Engine Diagnostic System (EDS) or download the Engine
Diagnostic Unit (EDU).
| (1) | Power ON the EICAS and EDS system (Ref. AMM). |
| (2) | Select maintenance switch to ON, buttons ED, PFD to OUT positions and turn the Data Control Panel (DCP) Mode key clockwise to select to Maintenance Mode on the MFD. (Refer to the Aircraft Maintenance Manual for switches and push button locations and functions). |
| (3) | The maintenance menu will be displayed on the MFD. Use the keys in the DCP to go to
the desired menu as follows:
NOTE: The lettered keys are used and the function of each key is defined at the bottom
of each screen.
|
| (4) | From the maintenance menu move the cursor using the DCP keys and select "Propulsion
System Diagnostic" to access the selection menu for engine diagnostic system.
NOTE: By selecting "PROPULSION SYSTEM DIAGNOSTICS", the operator can examine engine diagnostic
data such as fault data, trend, mission analysis, pilot request data, engine operational
data and the real time display.
|
| (5) | The display will ask to select the EEC from the left (port) or right (starboard) engine. |
| (6) | The selection menu will now appear and offer 9 options. The cursor is automatically
positioned at "PROPULSION DISK DOWNLOAD" option. The 9 options are as follows:
|
B. Downloading EDU Data
CAUTION: IF INABILITY TO DOWNLOAD THE EDU, DO NOT SWAP EDU AND/OR EEC FOR TROUBLESHOOTING
PURPOSE. PROCEED WITH THE MAINTENANCE MANUAL, FAULT ISOLATION CHART, WITH FAULT CODE
“YZ”.
NOTE: Engine selection is determined when selecting Left or Right engine on the Propulsion
System Diagnostic menu.
| (1) | Select "PROPULSION DISK DOWNLOAD" from the selection menu.
NOTE: Follow instructions on the MFD screen for downloading data.
|
| (2) | For menu selection during downloading refer to (Figure , Downloading EDU Data). |
| (3) | The system will download on the diskette and will indicate when the operation is complete.
NOTE: Download may take up to 20 minutes per engine.
|
C. Engine Operational Data
| (1) | Return to the main selection menu using the TFC menu key and move the cursor down
or up to the "ENGINE OPERATIONAL DATA" menu using DCP keys and press the key to select.
This option will display the following three menu selections of operational data
on the MFD:
|
| (2) | The Flight Data selection displays the following information:
|
| (3) | The Operational Data selection displays the following information:
|
| (4) | The Accumulated Data selection displays the following information:
|
| (1) | Return to the main selection menu using the TFC menu key and select the "PROPULSION FAULT DATA" menu by moving the cursor down or up then use the key to select. |
| (2) | There are 3 possible menus from that option:
|
| (3) | By moving the cursor to the appropriate timestamp and selecting it, details of engine
parameters, continuous data and discretes will be displayed (Ref. Fig. - Standard Parameter Lists, Propulsion Fault Data).
NOTE: The data shown on the MFD screen are extracted from the snapshot recording corresponding
to the selected fault code.
|
| (4) | Up to 10 pages of fault data can be displayed, starting with the latest codes. When no fault has occurred, the following message will be displayed "NO OCCURRENCE OF FAULT DATA". |
E. Engine Exceedance Data
| (1) | Select the "ENGINE EXCEEDANCE DATA" menu by moving the cursor down or up then use the key to select. |
| (2) | If any of the following parameter's (ITT, N1, N2, Take Off Duration, Oil Temperature and Oil Pressure) red line limit is exceeded, the EDS will send an exceedance message on the EICAS display. |
| (3) | The message will only be displayed when the aircraft is on the ground to warn the operator to check the EDS. |
| (4) | The maximum number of exceedances shall be three pages, starting with the most recent exceedance. |
| (5) | By moving the cursor to the appropriate time stamp and then selecting it, the 4 pages of the Standard Parameter List will be displayed (Ref. Fig. - Standard Parameter Lists, Propulsion Fault Data). |
| (6) | If there are no faults stored in the fault history log the following message will be displayed: "NO OCCURRENCE OF EXCEEDANCE DATA". |
F. Trend Analysis Data
| (1) | Select the "TREND ANALYSIS DATA" menu by moving the cursor down or up then use the key to select. |
| (2) | For the operator who wishes to use ECTM, engine data is automatically captured by the EDS. A snapshot is taken at max cruise altitude, once the engine parameters have stabilized. |
| (3) | The operator can view up to the latest 10 records. |
| (4) | The EDS shall display a list of the most recent trend recordings. The operator shall be able to view the 10 most recent trend recordings. When the operator selects a trend recording, the EDS shall display the standard parameter list. |
| (5) | If there are no trend recordings stored, the EDS shall display: NO OCCURRENCE OF TREND DATA. |
G. Pilot Request Data
| (1) | Return to the main selection menu using the TFC menu key and select the "PILOT REQUEST DATA" menu by moving the cursor down or up and use the key to select. |
| (2) | This option will display the engine data that was recorded when the EDS record switch is activated. |
| (3) | This will allow the pilot or technician to request data recording of engine parameters into the EDS memory, in case of abnormal engine operation (fluctuation, abnormal loss of power, sudden ITT split, etc.). |
| (4) | The EDS will record 4 minutes before plus one minute after the EDS record switch has been triggered. |
| (5) | By moving the cursor to the appropriate time stamp and then selecting it, the operator will see the 4 pages of the Standard Parameter List (See Ref. - Propulsion Fault Data). |
| (6) | A list of the 10 most recent pilot request events shall be presented to the user. If no pilot event requests are avaiable, the EDS will display: "NO PILOT REQUEST DATA AVAILABLE". |
H. On-Ground EEC Data (Real Time EEC Data) and Fault Codes
| (1) | Return to the main selection menu using the TFC menu key and select the "ON-GROUND EEC DATA" menu by moving the cursor down or up. |
| (2) | This option will assist the operator in engine troubleshooting by displaying real time engine parameters, status words and fault codes. Live EEC data is displayed. The screen is continuously refreshed, to show real time data. |
| (3) | There are two options from this menu:
|
| (4) | In maintenance mode, continuous data from the selected EEC will be shown. In flight mode, data from both engines will be displayed on EICAS. |
| (5) | The "Fault Summary" menu provides real time display of fault codes for better understanding
of the warning indicators for quick fault isolation..
NOTE: In this menu, both channels of one engine are displayed.
|
| (6) | The "Real Time Display" menu of engine parameters can be used for maintenance activities
requiring continous feedback such as TLA rigging.
NOTE: In this menu, both engines lane in control are displayed.
|
6. Engine Diagnostic Unit (EDU)
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING RECEPTACLES AND PLUGS.
CAUTION: MAKE SURE PLUGS AND RECEPTACLES ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT
GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING SELF-LOCKING
LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY
TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
| (1) | Download all data per Para. |
| (2) | Remove connector P36 (1) using soft jawed pliers (PWC90012 or Glenair TG69) or Mini strap wrench (PWC58104 or Glenair TG70). |
| (3) | Install protective caps on connectors J36 (2) and P36 (1). |
| (4) | Remove nut (3) and washer (4) . |
| (5) | Pre-SB25270: Remove four bolts (5) and ground terminal (6) . |
| (6) | Post-SB25270: Remove four bolts (5) , washer (13) and ground terminal (6) . |
| (7) | Remove EDU (7) . |
| (8) | Remove two bolts (8) and nuts (9) . |
| (9) | Remove two bolts (10) and washers (11) . |
| (10) | Remove EDU bracket (12) . |
NOTE: 1. If a Post-SB25158 engine incorporates
SB25104 at a later date,
SB25158 must be replaced with
SB25150.
NOTE: 2. If a Post-SB25207 engine incorporates
SB25104 at a later date,
SB25207 must be replaced with
SB25203.
NOTE: 3. Engines that have incorporated the intent of
SB25203R2, Part B (improved "user friendliness" of the engine diagnostic unit (EDU) software),
have incorporated the intent of
SB25241.
| (1) | Install EDU bracket (12) with two washers (11) and bolts (10) . |
| (2) | Install two bolts (8) and nuts (9) . |
| (3) | Torque bolts (10) 36 to 40 lb.in. (4.0 to 4.5 Nm). |
| (4) | Torque nuts (9) 27 to 30 lb.in. (3.0 to 3.3 Nm). |
| (5) | Pre-SB25270: Install EDU (7) , ground terminal (6) and four bolts (5) . |
| (6) | Post-SB25270: Install EDU (7) , ground terminal (6) with washer (13) and four bolts (5) . |
| (7) | Install washer (4) and nut (3) on opposite end of EDU ground terminal (7) . |
| (8) | Torque four bolts (5) 36 to 40 lb.in. (4.0 to 4.5 Nm). |
| (9) | Torque nut (3) 32 to 36 lb.in. (3.6 to 4.0 Nm). |
| (10) | Remove protective plugs on connectors J36 (2) and P36 (1). |
| (11) | Install connector P36 (1) to connector J36 (2). |
CAUTION: DO NOT LUBRICATE THREADS.
| (12) |
Tighten the connector P36 using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL
JAWED PLIERS TO TIGHTEN CONNECTORS
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
|
| (15) | Verify and update the aircraft information (Ref. AMM). |
7. EDU Data Access with Portable Computer Programs PCTS422 or GBS
A. Accessing EDU Data with the PCTS422 Program
| (1) | The EDU provides an RS-422 channel for communicating with a portable computer (laptop)
that has the PCTS422 program (P/N 3053379).
|
| (10) | PCTS422 Fault Display
|
| (14) | PCTS422 Real Time Display
|
| (18) | PCTS422 Cumulative Operational Data
|
| (21) |
PCTS422 Historical Event Data
|
| (24) | PCTS422 Pilot Request Data
|
| (27) | PCTS422 Installation Configuration Data
|
B. Accessing EDU Data with Ground Based Software (GBS)
| (1) | DPHM software is a suite of windows based application used for engine management.
It has four main software components:
|
| (2) | EDU Data Download:
|
| (19) | EDU File Analysis
|
| (27) | ECTM Data Analysis
|
| (29) | Trim Editor:
|
| (50) | EDU File Uploading:
|
79
79.00 Oil
79.00.00 Oil System
OIL SYSTEM - DESCRIPTION AND OPERATION
The lubrication system is an unregulated oil system which provides the required oil
flow rate to the engine mainshaft bearings, all accessory drive gears and all accessory
bearings, throughout the complete engine speed range. The oil flow lubricates and
cools the bearings. Calibrated oil nozzles in the main engine bearing compartments
ensure that the required oil flow is maintained under all operating conditions. The
four mainshaft bearings are lubricated by under-race lubrication. The system consists
basically of a pressure system, a scavenge system and a breather system.
The oil tank is an integral annular cavity within the intermediate case, located between
the bypass and core gas paths. It is a "hot-tank" type because the scavenge oil is
not cooled before returning to the tank. Oil is drawn from the oil tank through a
passage in the bottom strut of the intermediate case by a gear-type, fixed displacement
pressure pump. The oil is delivered into the inlet of the oil filter assembly. An
integrated oil pressure adjusting and cold start valve mounted on the pump cover monitor
oil pressure downstream of the oil pump.
The PAV bleeds pressure oil in excess of the preset value back to the pressure pump
inlet. The PAV position is set for each engine to give a pressure differential between
the AGB oil feed pressure and the No. 3 bearing scavenge pressure at a specified engine
speed and temperature. Provision is made for airframe connection to this pressure
differential for cockpit indication. In addition, an engine mounted oil differential
pressure switch provides an electrical indication if the pressure differential falls
below 20 psid. A cold start valve mounted on the pressure pump cover diverts oil from
the pressure pump outlet into the oil pump inlet if oil pressure over 200 psig occurs
during cold weather operation.
From the pressure pump, oil passes through the oil filter, which incorporates a filter
bypass valve as a safeguard against filter blockage. An impending bypass indicator
in the oil filter housing provides an electrical cockpit warning, prior to bypass
valve actuation.
A thermal lockout in the oil filter impending bypass switch prevents indication below
100°F oil temperature to avoid false indications at engine start-up with cold oil.
Oil from the filter outlet is routed through the dual matrix fuel/oil heat exchanger.
The hot engine oil is cooled by bypass fuel from the hydro-mechanical metering unit
(HMU).
External piping routes oil from the heat exchanger outlet to the anti-syphon device,
which is integral with a boss on the side of the intermediate case. The anti-syphon
device contains a small hole drilled through to the expansion space at the top of
the oil tank. Following engine shut down, the anti-syphon hole serves to break the
syphon action caused by the tank oil level being higher than the main bearing oil
jets.
From the anti-syphon device, pressure oil is directed by internal passageways in the
intermediate case, to the No. 1 and 2 ball bearings, as well as to the outside diameters
of the No. 1 and 2 bearings to provide squeeze film rotor damping. A tee-fitting
on the rear of the intermediate case directs oil via transfer tubes to the towershaft
plain bearing and to the top of the gas generator case, where an integral passageway
in the diffuser section routes oil to the No. 3 roller bearing oil jet.
Pressure oil is also routed from the anti-syphon device down the side of the engine
via external piping to a tee-fitting. The tee-fitting further divides the oil flow
rearward to the No. 4 roller bearing, for bearing lubrication and squeeze film rotor
damping, and downward to the AGB for lubrication of gearshaft plain and roller bearing
elements, and the oil pump journals.
The scavenge oil system incorporates three double-element scavenge pumps. The pumps
are gear-type, contained in cast housings within the AGB, and are driven by the fuel
pump gearshaft. Oil from No. 1 and 2 bearing compartments is drained by gravity through
the strut at the 6 o'clock position of the intermediate case, into the AGB sump.
Scavenge oil from No. 3 and 4 bearings is pumped by separate elements of the oil pump
assembly, through external transfer tubes along the bottom of the engine, into the
AGB sump. The scavenge flow from all bearing compartments is aided by P2.8 pressurizing
airflow through the labyrinth air seals. When the bearing scavenge is via a gear
pump, bypass valves are incorporated around the pump elements to prevent pressure
build-up in the scavenge lines at higher bearing cavity pressure conditions.
Scavenge oil, returned to AGB, collects in a sump at the bottom of the housing and
is scavenged out by a separate scavenge pump element which returns it to the top of
the oil tank via external piping up the side of the intermediate case.
A self closing magnetic chip detector is installed at the bottom of the AGB, in the
scavenge oil passage, to provide indication of potential engine distress by monitoring
the presence of contaminants or debris.
The oil pump drive train is arranged such that the main pressure pump elements will
not be driven in the event of a failure of any of the scavenge pumps. This feature
prevents oil flooding the engine core because of an inoperative oil scavenge pump.
4. Breather System
Breather air from engine bearing compartments and the AGB is vented overboard through
an impeller type centrifugal air/oil separator installed on the alternator gearshaft
in the AGB. The bearing compartments are connected to the AGB either by cored passages
or by external scavenge oil return lines.
No. 1 and 2 bearing compartments vent via a hollow strut into the AGB. The No. 3
and 4 bearing compartments are vented to the AGB via No. 3 and 4 bearing scavenge
oil tubes, and the oil tank is vented within the intermediate case.
The engine features a differential oil pressure indicator, fitted just over the oil
filler cap, to indicate any over-pressure condition in the AGB. A popped-out red
button indicates an over-pressure condition in the AGB.
The fuel/oil heat exchanger is mounted on the oil pressure manifold, which is in turn
mounted on the left side of the accessory gearbox.
Engine lubricating oil enters the heat exchanger from the oil pressure manifold and
is directed by baffles to flow around the tubes through which fuel flows. Heat transfer
through the tube walls raises fuel temperature before it enters the fuel filter assembly.
The fuel/oil heat exchanger also serves to cool engine oil prior to distribution to
the engine bearings and accessory gearbox.
79.20 Distribution
79.20.01 Oil Filter and Housing
OIL FILTER AND HOUSING - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC37728 | Puller, Chip Detector |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Oil Filter Element
| (1) | Remove three
self-locking nuts (8)
and
washers (7)
holding
oil filter cover (6)
to oil filter housing assembly (1).
NOTE: Whenever oil filter element (4) is being removed for a routine check or as a troubleshooting
aid, the cover (6) should not be drained prior to removal in order to facilitate inspection
of contents.
|
| (2) | Withdraw oil filter cover (6) with oil filter element (4) installed. |
| (3) | Remove retaining ring (2) and withdraw filter element (4). |
| (4) | Discard preformed packings (3) and (5) . |
CAUTION: MAKE SURE OIL FILTER ELEMENT IS FULLY SEATED IN COVER AND ELEMENT END CAP IS NOT
HUNG UP ON FILTER BOWL LOCATING LUGS.
CAUTION: MAKE SURE THAT THE RETAINING RING IS FULLY SEATED IN THE GROOVE.
| (1) | Insert new oil filter element (4) into oil filter cover (6) with the three tangs uppermost and install retaining ring (2) . |
| (2) | Install new preformed packing (3) in oil filter element (4) and new preformed packing (5) in oil filter cover (6). |
CAUTION: MAKE SURE THAT THE OIL FILTER COVER IS IN LINE WITH THE OIL FILTER HOUSING. DO NOT
PINCH PACKINGS. TIGHTEN NUTS EVENLY IN A TRIANGULAR PATTERN.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (8).
| (3) | Install oil filter cover (6) with oil filter element (4). Secure with three washers (7) and self-locking nuts (8) . Torque nuts 32 to 36 lb.in. (3.6-4.0 Nm). |
| (4) | Do an Oil Level Check (Ref. 72-00-00, SERVICING). |
6. Oil Filter Impending Bypass Indicator and Bypass Valve
| (1) | Drain oil system (Ref. 72-00-00, SERVICING). |
| (2) | Disconnect airframe cable connector from bypass indicator. |
| (3) | Remove two bolts (8) and withdraw oil pressure differential switch (7) . Discard preformed packings (5) and (6) . |
| (4) | Withdraw spring (4) and oil filter bypass valve (3) . |
| (1) | Position spring (4) in core of bypass valve (3) and insert valve into filter housing (1) with spring end out. |
| (2) | Install new preformed packings (5) and (6) on oil pressure differential switch (7) and install into oil filter housing. Secure with two bolts (8) . Torque nuts 36 to 40 lb.in. (4.1-4.5 Nm). |
7. Chip Detector
| (1) | Remove chip detector (10) from AGB. |
| (2) | Remove and discard preformed packings (8) and (9). |
| (3) | Remove valve housing (7). Remove and discard preformed packing (6). |
| (4) | Remove bolts (4) and washers (2). |
| (5) | Remove adapter (5) with puller (PWC37728). |
| (6) | Remove and discard preformed packing (3). |
| (7) | Remove oil strainer (1). |
| (1) | Install oil strainer (1) into the AGB chip detector boss. |
| (2) | Install packing (6) on the adapter (5). Lubricate the packing (6) with engine oil (PWC03-001). |
| (3) | Install the adapter (5) in the AGB with two washers (2) and bolts (4). Torque bolts 36 to 40 lbf.in. (4.1 - 4.5 Nm). |
| (4) | Install packings (8) on the valve housing (7). Lubricate the packing (8) with engine oil (PWC03-001). |
| (5) | Install the valve housing (7) in the adapter (5). Torque 200 to 225 lbf.in. (22.5 - 25.4 Nm). |
| (6) | Install packing (9) on the chip detector (10). Lubricate the packing (9) with engine oil (PWC03-001). |
| (7) | Install chip detector (10) in the valve housing (7). Torque 90 to 100 lbf.in. (10.1 - 11.2 Nm). |
8. Inspection/Check
NOTE: For periodic inspection refer to Chapter 05-20-00.
A. Oil Filter Element
| (1) | Visually inspect filter as follows:
|
B. Debris in Oil System Inspection:
NOTE: 1. All debris collected by the chip detector or in the oil filter that is not non-allowable
debris Category 1, must be sent to a qualified laboratory for analysis.
NOTE: 2. Debris analysis monitors wear of oil-wetted engine parts. This procedure improves
aircraft serviceability and dispatch reliability and reduces engine repair cost. This
is achieved by identifying potential engine problems at the earliest possible stage,
thus minimizing the possibility of unscheduled engine maintenance.
NOTE: 3. Rapid wear or surface fatigue (e.g. on gear teeth contact surfaces, bearing raceways,
rolling element, housing bearing bores etc.) or interference between rotating and
fixed components (e.g. oil pump pinions, associated housings and labyrinth seals etc.)
produce debris. Magnetic debris over 100 microns in diameter are usually captured
by the chip detector. Magnetic and non-magnetic debris over 10 microns in diameter
are usually captured by the oil system filter.
NOTE: 4. Laboratory analysis (form, appearance, dimension, quantity and material) of the
debris captured by the filter and chip detector is necessary to provide the information
needed to facilitate in locating the source of the debris and determining any preventive
maintenance action required.
NOTE: 5. The operator must provide to the laboratory the following information with the
filter, chip detector and debris:
1. Engine model, serial number and position
2. Engine time since new or time since overhaul
3. Time since last inspection
4. Aircraft type, serial number and tail number
5. Reason for filter removal, inspection and debris analysis
1. Engine model, serial number and position
2. Engine time since new or time since overhaul
3. Time since last inspection
4. Aircraft type, serial number and tail number
5. Reason for filter removal, inspection and debris analysis
NOTE: 6. The laboratory must issue an inspection report to the operator which includes:
1. Information provided by the operator with the filter, chip detector and debris
2. Total weight of debris
3. Material and amount of non-magnetic debris when classified as major
4. Material, appearance, shape and amount of non-magnetic metallic debris
5. Material, appearance, shape and amount of metallic debris
6. The amount of individual constituent in the debris should be classified as:
7. Minor metal contamination may occur and appear at the first inspection
of new engines, or engines recently having completed extensive shop work.
In such cases, normal precautions apply.
8. Debris definitions:
1. Information provided by the operator with the filter, chip detector and debris
2. Total weight of debris
3. Material and amount of non-magnetic debris when classified as major
4. Material, appearance, shape and amount of non-magnetic metallic debris
5. Material, appearance, shape and amount of metallic debris
6. The amount of individual constituent in the debris should be classified as:
| • | Major - When the weight of the constituent is more than 40% of the total debris weight. |
| • | Minor - When the weight of the constituent is between 10% and 40% of the total debris weight. |
| • | Trace - When the weight of the constituent is less than 10% of the total debris weight. |
7. Minor metal contamination may occur and appear at the first inspection
of new engines, or engines recently having completed extensive shop work.
In such cases, normal precautions apply.
8. Debris definitions:
| • | Particle - A piece of metal less than 0.010 inch in size. |
| • | Chip - A particle larger than 0.010 inch. |
| • | Flake - An extremely thin metal chip. |
| • | Sliver - Thread-like piece of metal. |
| • | Fuzz or Powder - A mass of very fine and light particles. |
| (1) | Inspection and Classification - Visually inspect debris with magnifying glass and/or
microscope, as follows:
|
| (12) | Non-Magnetic Materials - Debris most frequently found in the oil filter include:
|
| (34) | Debris analysis must be done by approved laboratories; refer to Service Information Letter No. GEN-123 for the list of approved oil laboratories. |
| (35) | Table lists material specifications and locations for engine components. |
C. Patch-Making Procedure
CAUTION: PATCH-MAKING PROCEDURE IS NOT A CLEANING PROCEDURE FOR FILTER ELEMENTS.
| (1) | Remove oil filter element from engine. |
| (2) | Seal inner cavity of filter element with suitable tapered plugs. |
| (3) | Place filter in cylindrical container. |
| (4) | Fill container with solvent (PWC11-048), enough to cover filter element but leaving a space for liquid movement when shaking, and install cover. |
| (5) | Shake container for about three minutes manually, or 30 seconds in a vibrator. |
| (6) | Remove cover. Make sure there are no deposits left on filter. If there is, install container cover and continue shaking. |
| (7) | Install new filter patch (PWC05-190) in filter patch holder and place over a suitable container 0.5 gal (2 liters) min. |
| (8) | Remove filter element from container. |
| (9) | Pour liquid contents of container into filter patch holder. |
| (10) | Flush out all possible loose particles which may still be in container by pouring some solvent (PWC11-048) into it, shaking, then emptying into filter patch holder. |
| (11) | Remove filter patch from filter patch holder and place in patch receptacle. Identify sample with type of filter, engine serial number and flight hours run. |
| (12) | If any debris is found, particles large enough to be trapped by filter patch, should
be sent to laboratory for material spectrographic analysis.
NOTE: Some operators retain the filter patches to establish a visual coloration trend.
Operators doing this, need to build up their own experience for patch coloration trend
evaluation because trends may vary from one engine to another and may be affected
by the operating environment and maintenance practices.
|
| (13) | Remove plugs from filter element. Make sure the preformed packing does not drop inside the element). |
WARNING: WHEN USING COMPRESSED AIR FOR DRYING, REGULATE TO 29 psi (200 kPa) OR LESS. WEAR
GOGGLES OR FACE SHIELD TO PROTECT EYES.
| (14) | Dry filter element with clean compressed air at 29 psi (200 kPa). |
| (15) | Install filter element on engine (Ref. Removal/Installation). |
D. Debris in Oil System Inspection (Chip Detector and/or Oil Filter Bypass Warning)
NOTE: 1. This procedure should be used in conjunction with debris in oil system fault
isolation chart (Ref. 72-00-00, ENGINE - GENERAL - FAULT ISOLATION 01).
NOTE: 2. New or recently overhauled engines may exhibit debris in the oil system for the
first 50 hours of operation.
| (1) | Confirmed oil filter bypass requires engine removal.
NOTE: An assessment of the amount of contamination can indicate whether a bypass has actually
occurred. If the oil filters are replaced at regular intervals and debris is found
deposited on most of the filter element surface, associated housing, chip detector
and strainer, it can be considered that a bypass has occurred.
|
| (2) | Remove and inspect chip detector and filters. Use a magnet and determine if any of the debris collected is magnetic. If magnetic debris is found, use a magnifying glass and inspect. Analysis debris and take action required (Ref. Subpara. ). |
| (3) | Do a patch-making procedure (Ref. Subpara. ) on relevant filter and transfer any debris from chip detector (Ref. Subpara. ). Send filter patch and/or tape with chip detector debris for laboratory analysis (Ref. Subpara. ) |
| (4) | If allowable debris is found (Ref. Subpara. , , ), clean and install the chip detector again. Inspect the pressure filter (Ref. Subpara. , ) and again install or replace as required. The aircraft may be returned to normal operation. |
| (5) | If non-allowable debris Category 1 is found (Ref. Subpara. , , ), remove the engine. |
| (6) | If non-allowable debris Category 2 or 3 is found (Ref. Subpara. , , or ), and the engine has no history of generating debris within 400 flight hours, proceed
as follows:
|
| (25) | If non-allowable debris Category 2 or 3 is found (Ref. Subpara. , , or ), and the engine has a history, within 400 flight hours, of generating debris, proceed
as follows:
|
E. Chip Detector Collected Debris Transfer
| (1) | Remove chip detector. |
| (2) | Dip magnet end in solvent (PWC11-027) to remove oil. |
| (3) | Transfer debris at magnet end to clear adhesive tape. |
| (4) | Identify tape with engine serial number and hours run since new or overhauled. |
| (5) | Send debris for analysis (Ref. Subpara. ) |
| (6) | Install chip detector. |
9. Adjustment/Test
Start the engine, and do the checks associated with the installation/replacement of
the oil filter (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
10. Cleaning/Painting
A. Oil Filter Bypass Valve
CAUTION: DO NOT EXTEND, CONTRACT, BEND OR OTHERWISE DAMAGE OIL FILTER BYPASS VALVE SPRING.
| (1) | Wash parts in clean petroleum solvent (PWC11-027). If necessary, use a nylon bristle brush to remove contaminants. |
| (2) | Dry parts using clean, dry, filtered compressed air blast, or allow parts to stand and air dry. |
79.20.02 Fuel/Oil Heat Exchanger
FUEL/OIL HEAT EXCHANGER - MAINTENANCE PRACTICES
1. General
A. Use engine oil to lubricate preformed packings, threads and mating surfaces, unless
otherwise stated.
B. Lubricate preformed packings in fuel system with engine fuel.
C. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
Not Applicable
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Fuel/Oil Heat Exchanger
| (1) | Drain oil system (Ref. 72-00-00, SERVICING). |
| (2) | Remove three nuts (4) , washers (3) , bracket (9) and bolt (10) . |
| (3) | Pre-SB25260: Remove four bolts (6) and bracket (11) from fuel transfer tubes (7) to fuel/oil heat exchanger (8) . |
| (4) | Post-SB25260: Remove four bolts (6) , bracket (11) and three washers (12) from fuel transfer tubes (7) to fuel/oil heat exchanger (8) . |
| (5) | Disengage fuel pressure transfer tubes (7) from the heat exchanger bosses and remove heat exchanger from engine. Discard preformed packings (5) . Remove transfer tubes (2) and discard preformed packings (1) . |
| (6) | Install protective caps and/or plugs in all openings. |
| (1) | Remove all protective caps and/or plugs. |
| (2) | Install new preformed packings (1) and (5) on transfer tubes (2) and (7) . |
| (3) | Insert transfer tubes (2) into oil manifold. |
CAUTION: DO NOT LUBRICATE THREADS.
| (4) | Install heat exchanger (8) on the mounting flange two studs and secure with two washers (3) and nuts (4) . Install bolt (10) , washer (3) and bracket (9) on the mounting flange. Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (5) | Pre-SB25260: Insert fuel transfer tubes (7) into bosses on heat exchanger (8) . Install bracket (11) and four bolts (6) . Torque 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Post-SB25260: Insert
fuel transfer tubes (7)
into bosses on
heat exchanger (8)
. Install
bracket (11)
, three
washers (12)
and four
bolts (6)
. Torque 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: Orientation of the bracket is with the long tab on the flange.
|
| (7) | Refer to Chapter 71-00-00 for checks following installation of fuel/oil heat exchanger. |
79.20.03 Scavenge Oil Tubes
SCAVENGE OIL TUBES - MAINTENANCE PRACTICES
1. General
A. Use engine oil to lubricate preformed packings, threads and mating surfaces, unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after sub-assembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Scavenge Oil Return to Tank Tube Assembly
| (1) | Remove two nuts (6) , bolts (1) and loop clamps (4) securing scavenge oil return tube assembly (3) to intermediate case brackets (5) . |
| (2) | Remove two bolts (1) at flange on top of intermediate case and two bolts (1) at the gearbox mounting boss and remove scavenge oil return tube assembly (3). |
| (3) | Remove and discard preformed packings (2) , (7) . Place protective covers on tube (3). |
| (1) | Lubricate two new preformed packings (2) , (7) with engine oil (PWC03-001) and install on scavenge oil return tube assembly (3) . |
| (2) | Install scavenge oil tube (3) to boss on intermediate case, and to the accessory gearbox mounting boss and secure with four bolts (1) . Torque two bolts at the intermediate case boss 36 to 40 lb.in. (4.1-4.5 Nm) and torque two bolts at the accessory gearbox area 36 to 40 lb.in. (4.1-4.5 Nm). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (1) SECURING LOOP CLAMPS (4).
| (3) | Install two loop clamps (4) on scavenge oil tube (3) and secure to the brackets (5) , and secure with two bolts (1) and nuts (6) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
6. No. 4 Bearing Scavenge Oil Tube Assembly
| (1) | Remove nut (10) , bolt (14) and loop clamp (11) securing No. 4 bearing scavenge oil tube assembly (15) to bracket on Flange E. |
| (2) | Remove bolt (34) and nut (35) to disconnect the loop clamp (33) from the bracket of the primary fuel tube (36). |
| (3) | Remove nut (10), bolt (14) and remaining loop clamp (11). |
| (4) | Remove two bolts (13) at outer bypass duct and two nuts (10) and bolts (13) at flange on elbow (29) and remove No. 4 bearing scavenge oil tube assembly (15) and gasket (8) . Discard gasket. |
| (5) | Remove four preformed packings (9) , (12) . Discard preformed packings. Place protective covers on tube ends. |
| (1) | Lubricate two new preformed packings (9) with engine oil (PWC03-001) and install on elbow (29). Install new metal gasket (8) on elbow (29). |
| (2) | Lubricate two new preformed packings (12) and install on No. 4 bearing scavenge oil tube assembly (15) . |
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (13) AT ELBOW (29).
| (3) | Install No. 4 bearing scavenge oil tube (15) to elbow (29) with two bolts (13) and nuts (10) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm). |
| (4) | Secure lower end of oil tube assembly (15) to outer bypass duct with two bolts (13). Torque bolts 20 to 30 lb.in. (2.2-3.4 Nm). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (14).
| (5) | Secure oil tube assembly (15) to bracket on flange E with loop clamp (11) , bolt (14) and nut (10). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
| (6) | Secure oil tube assembly (15) to bracket on pressure oil tube assembly with bolt (14) and nut (10). Torque nut (10) and nut (17) 27 to 30 lb.in. (3.0-3.4 Nm). |
| (7) | Secure loop clamp (33) of scavenge oil tube to bracket on the primary fuel tube (36) using bolt (34) and nut (35). Torque 27 to 30 lb.in. (3.0-3.4 Nm). |
7. No. 4 Bearing Scavenge Oil Tube Assembly - AGB to Outer Bypass Duct
| (1) | Remove nut (10) , bolt (13) and loop clamp (19) . |
| (2) | Remove two bolts (17) . Remove lockwire and remove two bolts (22) and scavenge oil tube assembly (20) . |
| (3) | Remove and discard preformed packings (21) , (28) . Place protective covers on tube ends. |
| (1) | Lubricate two new preformed packings (16) , (21) with engine oil (PWC03-001) and install on No. 4 bearing scavenge oil tube assembly (20) . |
| (2) | Install scavenge oil tube assembly (20) to boss on accessory gearbox and secure with two bolts (17) , and to boss on outer bypass duct and secure with two bolts (22) . Torque bolts (17) 36 to 40 lb.in. (4.0-4.6 Nm), and bolts (22) 20 to 30 lb.in. (2.2-3.2 Nm). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (30).
| (3) | Install loop clamp (19) on tube assembly (20) and secure to loop clamp (32) with bolt (30) and nut (31) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm). |
8. No. 3 Bearing Scavenge Oil Tube Assembly
| (1) | Remove two bolts (17) and washers (24) , securing elbow (2) to boss on outer bypass duct. |
| (2) | Remove elbow (25) and transfer tube (27) as an assembly. Remove and discard preformed packings (16) , (23) . |
| (3) | Remove retaining ring (26) and separate transfer tube (27) from elbow (25). Remove and discard preformed packing (16). Place protective covers on tube ends. |
| (4) | Remove lockwire and disconnect coupling nut on differential pressure switch tube assembly from scavenge oil tube assembly (18) . |
| (5) | Remove four bolts (17) and scavenge oil tube assembly (18). Remove and discard preformed packing (16). Place protective covers on tube ends. |
| (1) | Lubricate new preformed packing (28) and install on scavenge oil tube assembly (18) . |
| (2) | Install scavenge oil tube (18) on accessory gearbox and secure at two places with four bolts (17) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (3) | Place retaining ring (26) over transfer tube (27) . |
| (4) | Lubricate two new preformed packings (16) and install on transfer tube (27). |
| (5) | Install transfer tube (27) in elbow (25) . Do not secure with retaining ring (26) at this time. |
| (6) | Lubricate new preformed packing (23) and install on elbow (25). |
| (7) | Install elbow (25) on bypass duct boss and secure with two washers (24) and bolts (17). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (8) | Slide transfer tube (27) into scavenge oil tube (18) and engage retaining ring (26) in elbow (25). |
| (9) | Connect coupling nut of differential pressure switch tube assembly (Ref. 79-30-02) to tee connection of scavenge oil tube (18). Torque coupling nuts of tube 90 to 100 lb.in. (10-11 Nm) and lockwire (PWC11-021). |
9. Inspection/Check
NOTE: For periodic inspection refer to Chapter 5-20-00.
A. Scavenge Oil Tubes
| (1) | Cracks - Cracked tubing must be replaced. No repair is permitted. |
| (2) | Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch (0.13 mm) must be blended out. Replace tubing with scratches over 0.005 inch (0.13 mm) inch deep. |
| (3) | Nicks - Individual nicks up to 0.062 inch (11.58 mm) long by 0.010 inch (0.25 mm) wide and 0.003 inch (0.08 mm) deep can be ignored. Nicks to a maximum depth of 0.005 inch (0.13 mm) must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch (0.13 mm) deep. |
| (4) | Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch (30.5 cm) length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable. |
| (5) | Pitting - Minor isolated pitting up to 0.003 inch (0.08 mm) deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch (0.13 mm). Tubing must be replaced if pitting exceeds 0.005 inch (0.13 mm) deep. |
| (6) | Corrosion - Straining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil. |
10. Cleaning/Painting
A. Scavenge Oil Tubes
| (1) | Soak external oil tubing in cold carbon remover compound (PWC11-021) for two hours at room temperature. |
| (2) | Remove tube from solvent and pull a suitable sized swab (or lint-free cloth) through tube. |
CAUTION: ENSURE NO PART OF SWAB OR CLOTH REMAINS IN OIL TUBE; OTHERWISE, OIL FLOW CAN BE
RESTRICTED.
| (3) | Rinse tube exterior with petroleum solvent. |
| (4) | Pressure flush tube interior with petroleum solvent (PWC11-027) and dry interior and exterior with compressed air. |
79.20.04 Pressure Oil Tubes
PRESSURE OIL TUBES - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION section for alternate products, suppliers and suppliers addresses.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
NOTE: Note orientation of loop clamps, loops up or down, front or rear, for subsequent
installation.
| (1) | Remove nut (5) and bolt (6) fastening loop clamp (4) to adjacent P3 air tube bracket. |
| (2) | Remove coupling nut of tube (3) from MOT sensor fitting. |
| (3) | Remove two bolts (2) at the upper end of the tube and remove tube. |
| (4) | Remove and discard preformed packing (1) . |
| (1) | Lubricate new preformed packing (1) with engine oil (PWC03-001), and install on tube assembly (3) . |
| (2) | Lubricate two bolts (2) with engine oil (PWC03-001). Install tube (3) to boss on intermediate case with two bolts (2). Do not tighten. |
| (3) | Install coupling nut of tube (3) to the MOT sensor fitting. Tighten coupling nut 400 to 450 lb.in. (45.2-51.0 N.m), while holding MOT tube with wrench. |
| (4) | Tighten bolts (2) 36 to 40 lb.in. (4.1-4.6 Nm.). |
| (5) | Install loop clamp (4) on tube (3) and fasten to adjacent P3 air tube bracket with nut (5) and bolt (6) . Tighten nut 36 to 40 lb.in. (4.1-4.6 Nm.) |
| (1) | Remove bolts (13) from nutplates (9) , five places, and disengage the wiring harness loop clamps (4) from tube (1) . |
| (2) | Remove two bolts (12) fastening loop clamps (11) to flange brackets (10) , two places (Ref. Detail A). Remove loop clamps from tube (1). |
| (3) | Remove bolt (8) and nut (5) fastening spacer (7) and loop clamp (6) to adjacent wiring harness loop clamp. Remove loop clamp from tube. |
| (4) | Remove lockwire and coupling nut at lower end of tube (1), from AGB oil tube. |
| (5) | Remove bolts (2) and oil tube (1). |
| (6) | Remove and discard preformed packing (3) . |
| (1) | Lubricate new preformed packing (3) with engine oil (PWC03-001), and install on tube assembly (1) . |
| (2) | Install tube assembly (1) to boss on intermediate case with two bolts (2) . Do not tighten bolts. |
| (3) | Connect coupling nut at lower end of tube assembly (1) to AGB tube. Tighten coupling nut 450 to 500 lb.in. (50.0-56.0 N.m) and bolts (2) 36 to 40 lb.in. (4.0-4.5 N.m). |
| (4) | Install loop clamps (11) on tube and fasten to flange brackets (10) with bolt (12) , two places (Ref. Detail A). Tighten bolt 36 to 40 lb.in. (4.01-4.5 N.m) at each location. |
| (5) | Install loop clamp (6) on tube assembly (1). |
| (6) | Install spacer (7) between wiring harness loop clamp and oil tube loop clamp (6) and fasten together with nut (5) and bolt (8) . Tighten bolt 36 to 40 lb.in. (4.0-4.5 N.m). |
| (7) | Install wiring harness loop clamps (4) to nutplates (9) with bolts (13) , five places. Tighten bolt 36 to 40 lb.in. (4.0-4.5 N.m) at each location. |
| (1) | Remove bolt (3) and nut (5) fastening loop clamp (4) to adjacent scavenge oil tube loop clamp. |
| (2) | Remove two bolts (14) fastening tube (15) at the boss on the outer bypass duct. |
| (3) | Remove lockwire and coupling nut (16). Disconnect the other end of the tube (15) from AGB pressure oil tube assembly (8) . Remove the oil tube (15). |
| (4) | Remove and discard preformed packing (13) . |
| (1) | Lubricate new preformed packing (13) with engine oil (PWC03-001), and install on oil tube assembly (15) . |
| (2) | Install tube assembly (15) to boss on outer bypass duct with two bolts (14) . Tighten bolts fingertight. |
| (3) | Install coupling nut (16) of pressure oil tube assembly (15) to AGB oil pressure tube assembly (8) . Tighten coupling nut fingertight (16). |
| (4) | Install loop clamp (4) on tube (15) and fasten to adjacent loop clamp with nut (5) and bolt (3) . Tighten nut |
| (5) | Tighten bolts (14) 36 to 40 lb.in. (4.0-4.5 N.m) and install lockwire (PWC05-089). |
| (6) | Hold AGB pressure oil tube assembly (8) and tighten coupling nut (16) 90 to 100 lb.in. (10.0-11.0 N.m) and install lockwire (PWC05-089). Tighten bolts (15) 36 to 40 lb.in. (4.0-4.6 N.m). |
| (1) | Remove two bolts (7) and AGB oil pressure tube assembly (8) . |
| (2) | Remove and discard preformed packing (9) . |
| (1) | Lubricate new preformed packing (9) with engine oil (PWC03-001), and install on oil tube (8) . |
| (2) | Install tube (8) to boss on AGB with two bolts (7) . Tighten bolts 36 to 40 lb.in. (4.0-4.6 N.m). |
| (1) | Cut lockwire connecting tube assembly (10) with anti-syphon pressure oil tube assembly. |
| (2) | Remove bolts (11) and disconnect tube (10). |
| (3) | Remove nut (6) and bolt (1) fastening loop clamp (2) to adjacent oil tube loop clamp. Remove loop clamp (2) from tube (10) |
| (4) | Remove and discard preformed packing (12) . |
| (1) | Lubricate new preformed packing (12) with engine oil (PWC03-001), and install on tube (10) . |
| (2) | Install tube assembly (10) to boss with bolts (11) . Tighten bolts 36 to 40 lb.in. (4.0-4.5 N.m). |
| (3) | Lockwire coupling nut of anti-syphon pressure oil tube assembly. |
| (4) | Install loop clamp (2) on tube (10) and fasten to adjacent tube with nut (6) and bolt (1) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m). |
| (1) | Remove nut (10) , bolt (11) fastening loop clamp (1) to flange bracket. Remove loop clamp from tube (5) |
| (2) | Remove nut (8) , bolt (3) and loop clamp (7) from oil tube assembly (5). |
| (3) | Remove nut (13) , bolt (2) and loop clamp (4) from bracket (12) . |
| (4) | Remove two nuts (15) and (16) and bolts (18) and (20) at elbow (17). |
| (5) | Remove two bolts (6) at tube connection to outer bypass duct, and remove pressure tube assembly (5). |
| (6) | Remove and discard gasket (19) and preformed packings (9) and (14) . |
| (1) | Lubricate two new preformed packings (14) with engine oil (PWC03-001) and install on elbow (17). |
| (2) | Install new gasket (19) on elbow (17). |
| (3) | Lubricate two new preformed packings (9) with engine oil (PWC03-001) and install on tube (5) . |
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (18 and 20).
| (4) | Install oil tube assembly (5) on elbow (17) with two bolts (18) and (20) and nuts (15) and (16) . Tighten nuts 27 to 30 lb.in. (3.0-3.4 N.m). |
| (5) | Connect remaining end of oil tube assembly (5) on boss on outer bypass duct with two bolts (6) . Tighten bolts 27 to 30 lb.in. (3.0-3.4 N.m). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (11).
| (6) | Install loop clamp (1) on oil tube assembly (5) and fasten to bracket on flange with bolt (11) and nut (10) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (3).
| (7) | Install loop clamp (7) on tube (5) and fasten to adjacent fuel tube bracket with bolt (3) and nut (8) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m). |
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (2).
| (8) | Install loop clamp (4) on oil tube assembly (5) and fasten to bracket (12) with bolt (2) and nut (13) . Tighten nut fingertight. |
6. Inspection/Check
A. Oil Tubes
| (1) | Cracks - Cracked tubing must be replaced. No repair is permitted. |
| (2) | Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch (0.13 mm) must be blended out. Replace tubing with scratches over 0.005 inch (0.13 mm) inch deep. |
| (3) | Nicks - Individual nicks up to 0.062 inch (11.58 mm) long by 0.010 inch (0.25 mm) wide and 0.003 inch (0.08 mm) deep can be ignored. Nicks to a maximum depth of 0.005 inch (0.13 mm) must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch (0.13 mm) deep. |
| (4) | Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch (30.5 cm) length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable. |
| (5) | Pitting - Minor isolated pitting up to 0.003 inch (0.08 mm) deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch (0.13 mm). Tubing must be replaced if pitting exceeds 0.005 inch (0.13 mm) deep. |
| (6) | Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil. |
7. Cleaning/Painting
A. Oil Tubes
| (1) | Soak external oil tubing in cold carbon remover compound (PWC11-021) for two hours at room temperature. |
| (2) | Remove tube from solvent and pull a suitable sized swab, or lint-free cloth through tube. |
CAUTION: MAKE SURE NO PART OF SWAB OR CLOTH REMAINS IN OIL TUBE. OTHERWISE, OIL FLOW CAN
BE RESTRICTED.
| (3) | Rinse tube exterior with solvent (PWC11-027). |
| (4) | Pressure flush tube interior with solvent (PWC11-027). |
| (5) | Dry interior and exterior with dry, compressed air. |
79.20.05 Oil Pump Assembly
OIL PUMP ASSEMBLY - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name | Remarks |
|---|---|---|
| PWC03-001 | Oil, Engine Lubricating |
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC43172 | Puller |
| PWC60831 | Fixture |
| PWC64241-2 | Guide Pin |
| PWC90000 | Heat Gun |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
| (1) | Drain oil system (Ref. Chapter 72-00-00, ENGINE, SERVICING). |
| (2) | Remove EEC and lower electrical bracket assembly (Ref. Chapter 73-20-02, ELECTRONIC ENGINE CONTROL (EEC) - MAINTENANCE PRACTICES). |
| (3) | Remove two bolts (3) , retaining plate (2) and slide tube (15) into oil pump (6) . |
| (4) | Remove four bolts (12) , washers (11) and remove oil pump assembly (6). |
| (5) | Remove transfer tube (5) and discard preformed packing (4) . |
| (6) | Remove transfer tube (15) from oil pump assembly (6) and discard preformed packings (14) . |
| (7) | Remove two retaining rings (1) and withdraw strainer element (17) from transfer tube (15). |
| (8) | If necessary, remove nuts (10) , washers (9) , cover (8) and preformed packing (7) . Discard preformed packing. |
| (1) | Lubricate preformed packing (7) with engine oil (PWC03-001), install on cover (8) and install cover with washers (9) and nuts (10) . Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm.). |
| (2) | Install strainer element (17) in transfer tube (15) with two retaining rings (1) . |
| (3) | Lubricate preformed packings (4) with engine oil (PWC03-001), install on transfer tube (5) and install tube (5) into oil pump assembly. |
| (4) | Lubricate preformed packings (14) with engine oil (PWC03-001), on transfer tube (15) and install tube (15) into main oil supply port of oil pump assembly (6) . |
| (5) | Lubricate preformed packing (16) with engine oil (PWC03-001), and install on oil pump assembly (6). |
| (6) | Install one guide pin (PWC64241-2) on the AGB at the oil pump bolt hole location.
NOTE: Use of assembly fluid is permitted to hold the guide pin in place.
|
CAUTION: DO NOT OVERHEAT MATING FACE OF AGB, AS THE PREFORMED PACKING MAY BE DAMAGED ON OIL
PUMP ASSEMBLY.
| (7) | Set the dial of heat gun (PWC90000) to #3. Evenly heat the AGB bore in a circular motion for 5 to 10 minutes. |
CAUTION: MAKE SURE THE SPLINED COUPLING SHAFT OF THE OIL PUMP ENGAGES WITH THE SCAVENGE PUMP
INSIDE THE AGB.
| (8) |
Align guide pin, transfer tubes (15 and 5) and coupling shaft to install oil pump
(6) on the AGB.
NOTE: The starter shaft may require rotating to align with the coupling shaft.
|
CAUTION: MAKE SURE THE OIL PUMP SEATS COMPLETELY AND THE PREFORMED PACKING HAS NOT MOVED
OR BECOME PINCHED BETWEEN THE AGB AND THE OIL PUMP.
| (9) | Remove the guide pin and install four bolts (12) with washers (11) . Torque bolts in a star pattern 36 to 40 lb.in. (4.0-4.6 Nm.). |
CAUTION: MAKE SURE THE TRANSFER TUBE IS FULLY SEATED IN THE INTERMEDIATE CASE.
| (10) | Push transfer tube (15) into the intermediate case and secure with retaining plate (2) and two bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm.). |
| (11) | Install the lower electrical bracket assembly and the EEC (Ref. Chapter 73-20-02, ELECTRONIC ENGINE CONTROL (EEC) - MAINTENANCE PRACTICES). |
| (12) | Replenish the oil system (Ref. Chapter 72-00-00, ENGINE, SERVICING). |
| (13) | Do the required engine checks following installation of the oil pump (Ref. 71-00-00,
POWER PLANT - ADJUSTMENT/TEST).
NOTE: Adjust oil pressure as necessary.
|
| (1) | Drain the engine oil from the oil tank (Ref. 72-00-00, SERVICING). |
| (2) | Remove the two nuts (9) , the two bolts (1) and the two washers (12). Remove the valve cover (10) with puller (PWC43172). |
| (3) | Remove and discard preformed packing (11) . |
| (4) | Remove PAV and cold start valve by turning assembly counterclockwise. |
| (5) | Compress seat (7) and spring (6) in the valve (5) with compressor (PWC60831), and remove retaining ring (8) , seat (7), spring (6) and valve (5) from the sleeve (4) . |
| (1) | Assemble PAV and cold start valve as follows:
|
| (6) | Screw in PAV and cold start valve assembly into the valve housing (3) in the oil pump cover until it seats lightly. |
| (7) | Adjust seating by turning the valve 1 turn counterclockwise. |
| (8) | Lubricate preformed packing (11) with engine oil (PWC03-001) and install it on the valve cover (10) . |
| (9) | Install the valve cover (10) with the two bolts (1), the two washers (12) and the two nuts (9). Torque bolts 27 to 30 lbf.in. (3.1-3.3 Nm). |
| (10) | Replenish engine oil (Ref. 72-00-00, SERVICING). |
| (11) | Do the required engine checks following installation of the PAV/cold start valve (Ref.
71-00-00, POWER PLANT - ADJUSTMENT/TEST).
NOTE: Adjust oil pressure as necessary.
|
6. Adjustment/Test
Refer to Chapter 71-00-00 for required checks following installation of the Oil Pump and PAV/Cold Start Valve.
79.30 Indicating
79.30.01 Chip Detector
CHIP DETECTOR - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Removal/Installation
A. Magnetic Chip Detector
| (1) | Refer to 72-00-00, SERVICING. |
6. Inspection/Check
A. Magnetic Chip Detector
| (1) | Inspect flats and safety wire holes for excessive wear. |
| (2) | Examine internal and external threads for damage. |
| (3) | Check that electrical connector is securely swaged in housing. |
| (4) | Examine terminals of electrical connector; make sure terminals are clean, secure and undamaged and that potting compound is not cracked. |
| (5) | Before doing a continuity check after a chip detector fault code event or a chip detector
event, clean the electrical pin and magnet area as follows, to make sure that the
chip detector is free of any contamination:
|
| (9) | Connect ohmmeter across detector output terminals and place suitable iron bar across magnetic poles. Circuit continuity must exist. Remove bar and check that open circuit is indicated. |
| (10) | Check that continuity resistance between each connector terminal and corresponding magnet is less than 0.5 ohms. |
| (11) | Check that insulation resistance between magnets and between either magnet and body is 10 megaohms minimum at 68°F (20°C). |
| (12) | Test magnetic poles using suitable steel weight. A minimum weight of six ounces must be lifted by the poles. |
| (13) | If components are unserviceable, the magnetic chip detector assembly must be replaced. |
B. Valve Housing
| (1) | Inspect flats and safety wire holes for excessive wear. |
| (2) | Examine internal and external threads for damage. |
| (3) | Examine valve and valve chamber for scoring or other damage. |
| (4) | Check that bent leg of spring is undamaged and retains spring in housing. |
| (5) | If components are unserviceable, the magnetic chip detector assembly must be replaced. |
79.30.02 Oil Pressure Measuring System
OIL PRESSURE MEASURING SYSTEM - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
| Item No. | Name |
|---|---|
| PWC05-089 | Lockwire |
3. Special Tools
Not Applicable
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Oil Pressure Measuring System
| (1) | Disconnect airframe connections from oil tube assembly (8) , air tube assembly (11) and switch (1) . |
| (2) | Remove self-locking nut (14) , bolt (17) , self-locking nut (16) , bracket (15) and loop clamp (18) . |
| (3) | Remove lockwire and disconnect coupling nuts (10 and 2). |
| (4) | Remove air tube assembly (11). |
| (5) | Remove self-locking nut (12) , loop clamp (13) and washer (5). |
| (6) | Remove lockwire and disconnect coupling nuts (9 and 4). |
| (7) | Remove oil tube assembly (8). |
| (8) | Remove self-locking nuts (3) and (19) , switch (1) and two spacers (5) . |
| (1) | Position two spacers (5) on fuel filter housing (6) . |
CAUTION: DO NOT LUBRICATE THREADS.
| (2) | Position switch (1) on spacers (5) and fasten with self-locking nuts (19) and (3) . Torque 23 to 26 lb.in. (2.6-2.9 Nm). |
| (3) | Position oil tube assembly (8) on switch (1). Tighten coupling nuts (4) and (9) with your hand. |
CAUTION: DO NOT LUBRICATE THREADS.
| (4) | Position washer (7) on fuel filter housing (6). Install loop clamp (13) on oil tube assembly (8) with self-locking nut (12) . Torque 23 to 26 lb.in. (2.6-2.9 Nm). |
| (5) | Torque coupling nuts (9) and (4) 90 to 100 lb.in. (10.2-11.3 Nm). |
| (6) | Position air tube assembly (11) on switch (1) and tighten coupling nuts (10) and (2) with your hand. |
| (7) | Position loop clamp (18) on air tube assembly (11). |
CAUTION: DO NOT LUBRICATE THREADS.
| (8) | Install bracket (15) on fuel filter housing (6) with self-locking nut (16) . Torque 23 to 26 lb.in. (2.6-2.9 Nm). |
CAUTION: DO NOT LUBRICATE THREADS.
| (9) | Install loop clamp (18) to bracket (15) with bolt (17) and self-locking nut (14) . Torque 23 to 26 lb.in (2.6-2.9 Nm). |
| (10) | Torque coupling nuts (10) and (2) 90 to 100 lb.in. (10.2-11.3 Nm) and install lockwire (PWC05-089). |
| (11) | Connect airframe connections to oil tube assembly (8), air tube assembly (11) and switch (1). |
6. Oil Pressure Differential Transducer
| (1) | Remove the electrical connector (Ref. Aircraft Maintenance Manual). |
| (2) | Cut lockwire of the two coupling nuts (3, 6) and disconnect the two ends of tube assembly from the transducer. |
| (3) | Remove the two mounting bolts (5) , nuts (8) and washers (9) from the bracket (1) on the intermediate case. |
| (4) | Remove the two mounting clamps (4) and remove the transducer (2) . |
| (1) | Install the two mounting clamps (4) and position the transducer (2) on the mounting bracket (1). Secure with bolts (5) , washers (9) and nuts (8) . Torque nuts to 36 to 40 lb.in. (4.1-4.5 Nm). |
| (2) | Install the two coupling nuts (3, 6) on the transducer body. Tighten the nuts fingertight. |
| (3) | Torque two coupling nuts (3, 6) 90 to 100 lb.in. (10.0-11.5 Nm) and lockwire (PWC05-089). |
| (4) | Install the electrical connector (Ref. Aircraft Maintenance Manual). |
79.30.03 Oil Filler Neck/Sight Glass
OIL FILLER NECK - MAINTENANCE PRACTICES
1. General
A. Lubricate preformed packings, threads and mating surfaces with engine oil unless
otherwise stated.
B. Install protective caps and plugs on disconnected tubes, component openings and
electrical connectors after disassembly.
2. Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
3. Special Tools
The special tools listed below are used in the following procedures.
| Tool No. | Name |
|---|---|
| PWC60231 | Test Fixture |
4. Fixtures, Equipment and Supplier
Tools
Not Applicable
5. Oil Level Indicator Sight Glass
| (1) | Remove bolts (4) . |
| (2) | Pre-SB25164 or Pre-SB25206:
|
| (5) | Post-SB25164 or Post-SB25206: Remove cover (5) , gasket (6) , indicator (9) , gasket (2) and float (7) . Discard gasket (2) and gasket (6). |
| (6) | Post-SB25164 or Pre-SB25206: Remove and discard rivet (8) . |
| (7) | Post-SB25206: Remove pin (10) . |
| (1) | Wipe a thin coat of assembly fluid (PWC06-011) on the surface of oil level indicator reflector (1, Fig. ) which is in contact with the oil filler neck assembly. |
| (2) | Install reflector (1) and float (7) . |
| (3) | Lubricate bolts (4) with engine oil (PWC03-001) and install gasket (2) , glass (3) , gasket (6) , cover (5) and bolts. |
| (4) | Torque bolts (4) in increments of 5 lb.in. (0.6 Nm) to a torque of 25 to 30 lb.in. (2.8-3.4 Nm) in sequence as shown (Ref. Fig. ). |
| (5) | Install lockwire (PWC05-089). |
| (6) | If lockwire holes do not align, do not loosen bolts. Torque bolt(s) to 30 lb.in. (3.4 Nm) maximum, and install lockwire. If bolts are loosened more than 10 lb.in. (1.1 Nm) gaskets (2 and 6) must be replaced. |
| (1) | Insert the float (7) through the oil exit opening in the oil filler neck. Make sure the float passes through the sight glass chamber into the throat area chamber. |
| (2) | Pre-SB25206: Secure the oil filler neck assembly in a bench vise with the sight glass opening facing up. Install the rivet (8) at the location shown. |
| (3) | Post-SB25206: Secure the assembly in a bench vise with the sight glass opening facing up. Install the pin (10) at the location shown. |
| (4) | Install the gasket (2) in the sight glass seat. |
| (5) | Install the indicator (9) with the plain glass face out and the fluted face to the oil chamber. |
| (6) | Install gasket (6) and cover (5) with bolts (4) . |
| (7) | Torque bolts (4) in increments of 5 lb.in (0.6 Nm) to a torque of 25 to 30 lb.in (2.8-3.4 Nm) in sequence as shown (Ref. Fig. ). |
| (8) | Install safety cable (PWC05-344). If safety cables holes do not align, do not loosen bolts. Torque bolts to 30 lb.in (3.4 Nm) maximum and install safety cable. If bolts are loosened more than 10 lb.in (1.1 Nm) gaskets (2 and 6) must be replaced. |
6. Differential Oil Pressure Indicator
A. Removal (Pre-SB25295) (Ref. Fig. )
| (1) | Remove lockwire from oil pressure indicator (4) . |
| (2) | Remove oil pressure indicator (4) from housing (1) . |
| (3) | Remove and discard preformed packings (3) and (2) . |
B. Installation (Pre-SB25295) (Ref. Fig. )
| (1) | Check function of indicator (Ref. Testing). |
| (2) | Lubricate new preformed packings (3) and (2) with engine oil (PWC03-001) and install on differential oil pressure indicator (4) . |
| (3) | Install oil pressure indicator (4) in housing (1) . Tighten indicator 200 to 225 lb.in. (23-25 Nm) and install lockwire (PWC05-089). |
7. Oil Level Sensor
| (1) | Pre-SB25164 or Pre-SB25206: Note position of sensor (2) . Remove bolts (3) and sensor. |
| (2) | Post-SB25164 or Post-SB25206: Note position of sensor (2) . Remove bolts (3) , bracket (4) and sensor (2). |
| (3) | Remove and discard preformed packing (1) . |
CAUTION: MAKE SURE OIL LEVEL SENSOR IS ANGLED TO REAR, APPROXIMATELY 25°, TO PREVENT CONTACT
WITH AIRFRAME STRUCTURE.
| (1) | Lubricate new preformed packing (1) with engine oil (PWC03-001) and install on the sensor (2). |
| (2) | Pre-SB25164 or Pre-SB25206: Install sensor (2) into the filler neck with bolts (3) . Tighten bolts with fingers. |
| (3) | Post-SB25164 or Post-SB25206: Install sensor (2) into the filler neck with bracket (4) and bolts (3) . Tighten bolts with fingers. |
| (4) | Position sensor (2) in same position as that noted at removal. Torque bolts (3) 36 to 40 lb.in (4.0-4.6 Nm) and install lockwire (PWC05-089). |
| (1) | Take note of the oil level in the sight glass. |
| (2) | With suitable test leads, connect an ohmmeter to pins A and B of the sensor (Ref.
Fig. ). If the oil level can be seen in the sight glass, the sensor switch must read closed
(0-1 ohms).
NOTE: The sensor switch can also read closed when the oil level is below the sight glass,
if the oil level is above the height of the sensor switch.
|
| (3) | Drain the oil tank (Ref. 72-00-00 ENGINE - SERVICING). |
| (4) | When the oil level falls below the sensor, the switch must change from closed to open (10 Megohms minimum). |
| (5) | Remove the oil level sensor (Ref. Para. ). |
| (6) | Connect an ohmmeter to pins A and B of the sensor, with the sensor in the installed position the switch must read open (10 Megohms minimum). |
| (7) | Turn the sensor over, in the inverted position the switch must read closed (0-1 ohms). Lightly tap the sensor in different directions, a sudden change in resistance (greater than 0.5 ohms) shows that the sensor is unserviceable. |
| (8) | Reject and replace the sensor if it is not satisfactory in all of the above checks. |
8. Oil Filler Neck
| (1) | Remove oil level indicator (Ref. Para. ). |
| (2) | Remove oil level sensor (Ref. Para. ). |
| (3) | Remove filler cap (1) . Remove and discard preformed packing (2) . |
| (4) | Pre-SB25164 or Pre-SB25206:
|
| (9) | Post-SB25164 or Post-SB25206:
|
| (16) | Remove retaining ring (19) and strainer element (20) . |
| (1) | Install the strainer element (20) and retaining ring (19) in the filler neck (5) . |
| (2) | Lubricate new preformed packings (3) and (9) with engine oil (PWC03-001) and install on each end of filler neck (5). |
| (3) | Install the filler neck (5) into its mounting points on the intermediate case and engage the upper end tube to the pressure indicator housing. |
| (4) | Install mounting bracket (6) into the filler neck assembly (5) with bolts (7) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Install the bottom end of the filler neck with bolts (8) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Lubricate new preformed packing (2) with engine oil (PWC03-001), install on filler cap (1) and install filler cap in oil filler neck (5). |
| (7) | Install oil level sensor (Ref. Para. ). |
| (8) | Install oil level indicator (Ref. Para. ). |
| (1) | Install the strainer element (20) and retaining ring (19) in the filler neck (5) . |
| (2) | Lubricate new preformed packing (9) with engine oil (PWC03-001) and install on filler neck (5). |
| (3) | Install the filler neck (5) into its mounting points on the intermediate case and engage the upper end tube to the pressure indicator housing. |
| (4) | Install mounting bracket (6) and bracket (10) onto the filler neck assembly (5) with bolts (7) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (5) | Install the bottom end of the filler neck with bolts (8) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). |
| (6) | Make sure there is a minimum gap of 0.125 inches between the low oil level switch
flange on the filler neck and the oil scavenge tube. This must be achieved with no
adjustment to any other hardware other than those that can be achieved with bolt clearances.
NOTE: This minimum gap is only applicable when the oil filler neck is installed on the
left-hand side of the engine.
|
| (7) | Install new packings (11) and (18) on oil vent tube (12) . Install vent tube (12) and secure with bolts (13) and (17) . Tighten the bolts with fingers. |
| (8) | Centralize the vent tube and torque the upper and lower bolts (13 and 17) 36 to 40 lb.in. (4.0-4.6 Nm) and install safety cable. |
| (9) | Install loop clamp (14) on vent tube at the location shown and attach with bolt (15) and nut (16) . Torque the bolt 36 to 40 lb.in. (4.0-4.6 Nm). |
| (10) | Lubricate new preformed packing (2) with engine oil (PWC03-001), install on filler cap (1) and install filler cap on oil filler neck (5). |
| (11) | Install oil level sensor (Ref. Para. ). |
| (12) | Install oil level indicator (Ref. Para. ). |
9. Vent tubes
A. Removal (Pre-SB25295) (Ref. Fig. )
| (1) | Remove nut (15) , bolt (14) and clamp (13) from bracket (12) at flange C. |
| (2) | Hold the elbow (4) with a wrench, and remove the coupling nuts at end of tubes (6) and (2) . |
| (3) | Remove bolts (3) fastening flange of tube (2) to intermediate case. |
| (4) | Remove and discard gasket (1) . |
| (5) | Remove bolts (8) fastening flange of tube (6) to oil indicator housing (7) . |
| (6) | Remove and discard preformed packing (5) . |
B. Installation (Pre-SB25295) (Ref. Fig. )
| (1) | Install gasket (1) on tube (2) . Attach tube (2) with 2 bolts (3) , leave the bolts loose. |
| (2) | Install elbow (4) on tube (2), leave the coupling nut loose. |
| (3) | Install packing (5) on tube (6) . Attach tube (6) into the oil indicator housing (7) and assemble the coupling end to the elbow, leave the coupling nut loose. |
| (4) | Attach tube (6) with 2 bolts (8) . Torque bolts 24 to 30 lb.in. (2.7-3.3 Nm) and lockwire. |
CAUTION: MAKE SURE THE TUBES ARE NOT STRAINED DURING THE TORQUING PROCEDURE.
| (5) | Torque bolts (3) 36 to 40 lb.in. (4.1-4.5 Nm). |
| (6) | Torque coupling nuts on tube (6) and elbow (4) 90 to 100 lb.in. (10.1-11.2 Nm).
NOTE: Hold the elbow (4) with a wrench while torquing the coupling nuts.
|
| (7) | Remove bolt (9) washer (10) and nut (11) . Install bracket (12) and reinstall bolt (9) washer (10) and nut (11). Torque bolts to 27 to 30 lb.in. (3.1-3.4 Nm) again. |
| (8) | Install clamp (13) to bracket (12) with bolt (14) and nut (15) . Torque 36 to 40 lb.in. (4.1-4.5 Nm). |
C. Removal (Post-SB25295) (Ref. Fig. )
| (1) | Remove two nuts (8) , two bolts (16) and two loop clamps (3) from brackets (5) and (6) at flange C. |
| (2) | Remove two nuts (8), two bolts (15) , two washers (2) and brackets (5 and 6). |
| (3) | Remove bolt (16), nut (8) and loop clamp (3) from bracket (4) . |
| (4) | Remove bolt (15) and bracket (4). |
| (5) | Hold the elbow (13) with a wrench, remove the coupling nuts at end of vent tubes (7) and (10) and remove elbow. |
| (6) | Remove two bolts (14) from flange of vent tube (10) at intermediate case. |
| (7) | Remove and discard gasket (11) . |
| (8) | Remove two bolts (1) from flange of vent tube (7) at oil filler neck. Remove vent tube. |
| (9) | Remove and discard preformed packing (9) . |
| (10) | If necessary, Remove filler cap cable (12) and bolt (17) . |
D. Installation (Post-SB25295) (Ref. Fig. )
| (1) | Install a new gasket (11) on flange of vent tube (10) . Attach vent tube (10) and gasket (11) to the intermediate case with two bolts (14) , tighten the bolts with your fingers. |
| (2) | Lubricate a new preformed packing (9) with engine oil and install on vent tube (7). |
| (3) | Install vent tube (7) on the oil filler neck with two bolts (1) , tighten the bolts with your fingers. |
| (4) | Install elbow (13) on vent tubes (7 and 10), tighten the coupling nuts with your fingers. |
| (5) | Install brackets (5) and (6) to front of flange C with bolt (15) , washer (2) and nut (8) . Torque bolts 27 to 30 lb.in. (3.1-3.4 Nm). |
| (6) | Install bracket (4) with the short leg on the oil filler neck mounting bracket. Install bolt (15) and torque 36 to 40 lb.in. (4.1-4.5 Nm). |
| (7) | Install loop clamps (3) on brackets (4, 5 and 6) with bolts (16) and nuts (8). Torque bolts 36 to 40 lb.in. (4.1 - 4.5 Nm). |
| (8) | Torque the vent tube flange bolts (14) 36 to 40 lb.in. (4.1-4.5 Nm). |
| (9) | Torque the vent tube flange bolts (1) 24 to 36 lb.in. (2.7-4.1 Nm). Install safety cable (PWC05-344) or lockwire. |
CAUTION: MAKE SURE YOU DO NOT PUT A STRAIN ON THE TUBES WHEN TORQUING.
| (10) |
Torque the coupling nuts on vent tubes (7 and 10) 90 to 100 lb.in. (10.1-11.2 Nm)
and install safety cable or lockwire .
NOTE: Support elbow (13) with a wrench while torquing the coupling nuts.
|
| (11) | Attach filler cap cable (12) to the engine mount pad with bolt (17) . Torque bolt 425 to 475 lb.in. (48-54 Nm) and install lockwire. |